®
August 2019
Cleary Bros
Local Heroes
AUGUST 2019 $11.00
ISSN 1838-2320 09
9 771838 232000
Industry Fleet: LCL Heavy Haulage Feature: Fuso Shogun Report: OEM Collaborations Personality: ATA Chief of Staff
Innovation Fleet: Hunts Fuel Product: Dana Electric Test Drive: MAN TGX 26.580 Final Mile: Iveco Daily 4x4
T H E P E O P L E & P R O D U C T S T H AT M A K E T R A N S P O RT M O V E
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A U GU S T 2 0 1 9
MEET THE TEAM Australia’s leading truck magazine, Prime Mover, continues to invest more in its products and showcases a deep pool of editorial talent with a unique mix of experience and knowledge. Cleary Bros
Local Heroes
prim e m ove r m ag.c om .au
John Murphy | Managing Director
John has been the nation’s foremost authority in commercial road transport media for almost two decades and is the driving force behind Prime Creative Media becoming Australia’s biggest specialist B2B publishing and events company. Committed to servicing the transport and logistics industry, John continues to work tirelessly to represent it in a positive light and is widely considered a true champion for the growth of the Australian trucking and manufacturing industry.
Luke Applebee | Managing Editor, Transport Group
Luke has a background in copywriting and content marketing, working with a range of businesses from solar and engineering to freight forwarding and 3PL. With a special focus on digital marketing and content creation, Luke has a strong strategic edge and can draw on years of experience in social media campaign management.
AUGUST 2019 $11.00
ISSN 1838-2320 09
9 771838 232000
Industry Fleet: LCL Heavy Haulage Feature: Fuso Shogun OEMs: New collaborations Personality: ATA Chief of Staff
Innovation Fleet: Hunt’s Fuel Product: Dana Electric Test Drive: MAN TGX 26.580 Final Mile: Iveco Daily 4x4
T H E P E O P L E & P R O D U C T S T H AT M A K E T R A N S P O RT M O V E
managing director
John Murphy john.murphy@primecreative.com.au
editor William Craske william.craske@primecreative.com.au managing editor, transport group
Luke Applebee luke.applebee@primecreative.com.au
senior feature Peter Shields writer peter.shields@primecreative.com.au
Terry Wogan terry.wogan@primecreative.com.au 0417 474 752 advertising sales
business Sarah Leptos
development sarah.leptos@primecreative.com.au manager 0403 485 140
William Craske | Editor
In his 15-year career as a journalist, William has reported knowledgeably on sports, entertainment and agriculture. He has held senior positions in marketing and publicity across theatrical and home entertainment, and also has experience in B2B content creation and social media strategy for the logistics sector.
Peter Shields | Senior Feature Writer A seasoned transport industry professional, Peter has spent more than a decade in the media industry. Starting out as a heavy vehicle mechanic, he managed a fuel tanker fleet and held a range of senior marketing and management positions in the oil and chemicals industry before becoming a nationally acclaimed transport journalist.
art director Blake Storey blake.storey@primecreative.com.au
design
Kerry Pert, Madeline McCarty
journalist Paul Matthei paul.matthei@primecreative.com.au
design production manager
Michelle Weston michelle.weston@primecreative.com.au
client success manager
Justine Nardone justine.nardone@primecreative.com.au
head office 11-15 Buckhurst Street South Melbourne VIC 3205 P: 03 9690 8766 F: 03 9682 0044 enquiries@primecreative.com.au subscriptions
Sarah Leptos | Business Development Manager
Sarah comes from a corporate background, having worked very closely engaging and growing some of Australia’s small to medium sized businesses while working in financial services. She has experience in client relationship management and business development with a strong focus on investing time into improving client business growth.
www.primemovermag.com.au
03 9690 8766 subscriptions@primecreative.com.au Prime Mover magazine is available by subscription from the publisher. The right of refusal is reserved by the publisher. Annual rates: AUS $110.00 (inc GST). For overseas subscriptions, airmail postage should be added to the subscription rate.
articles
All articles submitted for publication become the property of the publisher. The Editor reserves the right to adjust any article to conform with the magazine format.
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PRIME MOVER magazine is owned and published by Prime Creative Media. All material in PRIME MOVER magazine is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material. While every effort has been made to ensure the accuracy of information Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published. The opinions expressed in PRIME MOVER magazine are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.
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Vehicle Stability Control is now fitted as standard. VSC is designed to prevent the truck from rolling over by monitoring the steering angle, wheel rotation speed, yaw rate and lateral G forces. VSC is also able to enhance vehicle stability by autonomously reducing engine power and applying the brakes to individual wheels. The smarter, tougher & safer Hino 500 Series Standard Cab. To find out more visit hino.com.au
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Photographs are representative only and may not reflect actual vehicle colours, accessories or option packages. Please check with your dealer regarding colour order and timing for delivery.
CONTENTS
Prime Mover August 2019
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COVER STORY “We don’t want to be using a cheap oil and then in five years’ time rebuilding an engine. If you’re running trucks for a set short period and then replacing them in your fleet you could run a less recognised oil but for longevity we need to do regular maintenance and run a good quality oil like Valvoline.”
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LOADING UP ON SERVICE
Prime Feature Stories FLEET FOCUS
26 Local Heroes Travel through the Illawarra district in New South Wales and you are likely to encounter Cleary Bros’ bright yellow trucks or their earthmoving equipment. Since it was established more than a century ago, Cleary Bros has become synonymous with the region.
30 Loading up on Service LCL Heavy Haulage vehicles travel Australia-wide moving loads which can include mining and earthmoving equipment, agricultural machinery and heavy industrial units with a fondness for Volvo commercial vehicles and its proprietary driveline components.
34 Every Last Drop The long distances between centres of civilisation in some parts of Australia present a challenge for the distribution of fuel, a challenge willingly taken up by Hunts Fuel in South Australia. TRUCK AND TECH
42 Meeting of Minds The evolution of the automotive industry over the last 100 years has involved many mergers and acquisitions. In recent times though, collaboration amongst truck producers has become more prevalent.
46 Charged for the future Dana has been developing a range of hybrid and fully electric power solutions over the past 20 years. Director of Global Product Planning, Steve Slesinski, spoke about the company’s current and future strategies. TEST DRIVE
48 Manners Maketh the MAN From a stylish and modern appearance to a muscly yet superbly refined powertrain package, the MAN TGX 26.580 has all the elements expected of a proficient line-haul B-double prime mover.
Regular Run 08 From the Editor 10 Prime Mover News 52 Final Mile 56 Personality 62 Australian Road Transport Suppliers’ Association 65 Australian Trucking Association 66 Australian Logistics Council 68 Truck Industry Council 69 Victorian Transport Association 70 Peter Shields’ Number Crunch
FROM THE EDITOR
Reality Bites
William Craske Editor
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In the cyclical eventuation of all things, differing versions of reality are proving at once cause, symptom and antidote to supply chain challenges and solutions. Mass adoption of augmented reality in which computer-simulation of a three-dimensional environment such as in ecommerce environments through mobile devices blending digital components with real world imagery has helped create a showrooming experience to significantly increase online conversions. The flow-on effect has in turn delivered a profligacy of commercial vehicles across urban environments. It’s the physical manifestation heard, seen and often smelled in direct response to the consumer demand inherent in the growth model of our economy. At the same time augmented reality or AR is having a profound influence on the logistics sector by alleviating stress time across warehousing so that learning curves among part time workers are drastically reduced through digital overlays on boxes to identify contents for faster pick-andpack, itself a long sought after gain in the retailer crusade to provide best last mile delivery. Despite the advent of bigger and more efficient vehicles in this space, more sales equals more units, which determines greater commercial vehicles sharing congested roads with drivers, some of them inexperienced and distracted. More than 80 per cent of truck drivers,
according to data compiled by Teletrac Navman, report working more than 50 hours a week, and 20 per cent admit to breaking safety rules in order to meet deadlines. Add to that sprawling urbanisation including the challenge of heavy traffic for longer periods and safety campaigns for educating new and young drivers around commercial vehicles should be mandatory practice. It’s here that artificial, computergenerated simulation of a threedimensional environment, commonly known as virtual reality, has its own role to play. Deakin University in Bendigo has recently established a new awareness campaign #GetTruckWise to help younger drivers realise that it is critical to reduce risks for all road users when sharing busy roads with heavy vehicles. The same albeit always relevant messaging surrounding truck blind spots, spatial awareness for larger turning circles and considerations for extra distances to allow trucks to brake have been integrated into Deakin’s CADET Virtual Reality Lab, an immersive 360 degree video evoking real-life scenarios to educate young drivers and improve their hazard awareness in their encounters with heavy vehicles. The process serves also to help young drivers gain more empathy for sharing arterials with truck drivers and emphasise the importance of not taking risks before things get too real.
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PRIME NEWS
> NTC to tackle driver distraction The National Transport Commission (NTC) has released a consultation regulation impact statement (RIS) seeking feedback on technology-neutral options to regulate driver distraction. Distraction is seen as a significant road safety risk that is not as well understood as other risk factors such as drinkdriving and speeding, according to the NTC. Studies have found that a task which takes a driver’s ‘eyes off the road’ for as little as two seconds can be particularly hazardous.
NTC CEO, Gillian Miles, said that new technology-related distractions, outdated rules and a general lack of understanding from road users present significant challenges. “Drivers engage in non-driving activities every 96 seconds while behind the wheel. Distractions take our concentration off the road which means we may not have time to react to hazards. “We are proposing four options for consideration. The views of a broad range of stakeholders are crucial to
guide any policy reform to deal with driver distraction.” The Australian Road Research Board (ARRB) reviewed the best international research available to date on driver distraction. This work supports the NTC’s efforts in stimulating discussions about driver distraction research, policy and legislative reform options. Consultation on this paper closed on 21 August 2019. The NTC aims to deliver a decision RIS for transport ministers’ consideration in May 2020.
> Compassionate driver honoured with Bridgestone Bandag Highway Guardian title A Linfox truck driver has been named a Bridgestone Bandag Highway Guardian by the Australian Trucking Association (ATA) following his remarkable actions and compassion at a multi-vehicle crash site in February. Andrew Hastings was travelling west on Victoria’s Western Freeway when he came across the collision between two passenger vehicles. As the first on the scene, he immediately used his fire extinguisher to suppress flames and aid an injured woman out of her car, before rushing to the aid of the severely injured driver of the other vehicle. After administering first aid to the man’s wounds until paramedics arrived, Hastings then pried open the passenger door in order to sit with and comfort the driver while he received treatment. “Andrew Hastings’ actions are the definition of going above and beyond the call of duty, and he is undoubtedly a deserving recipient of the Bridgestone Bandag Highway Guardian title,” said ATA Chairman, Geoff Crouch. “It’s in the face of adversity that we see the true gems of our industry. The Bridgestone Bandag Highway Guardian accolade is a fitting way to recognise these incredible individuals.” Linfox has a commitment to safety under its internal ‘vision ZERO’ initiative, 10
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Linfox driver Andrew Hastings presented with his award.
working towards no workplace injuries or motor vehicle incidents. According to Victoria Road Manager at Linfox Intermodal, Paul Gregory. He added that Hastings leads by example in this area. “As a driver, Andrew is safe and law abiding,” said Gregory. “Andrew takes pride in his job: is always presented well in uniform and gives informative feedback during tool box meetings. “Andrew’s aspirations are to become a driver trainer. His eagerness has already been demonstrated and clearly there is a care factor for his peers,” he said. According to Bridgestone Australia &
New Zealand Managing Director, Stephen Roche, Hastings’ actions are worthy of significant praise. “Andrew Hastings’ story is heart-warming and confronting at the same time,” he said. “His actions go well beyond his job description, and the level of compassion that he showed is nothing short of incredible. We are honoured to recognise him with the Bridgestone Bandag Highway Guardian title.” Together with the ATA, Bridgestone aims to shine a light on outstanding members of the trucking industry through the Bridgestone Bandag Highway Guardian honour.
HTO1091
PRIME NEWS
> NHVR releases safety bulletin about heavy vehicle fires The National Heavy Vehicle Regulator (NHVR) aims to reduce the risk of vehicle fires in the heavy vehicle industry with its latest safety bulletin, following ongoing investigation into causes and preventative actions. NHVR Safety Standards Director, Tony Martin, said the intent of the safety bulletin is to raise awareness of common fire risks and outline actions to help mitigate risks. “We recently sat down with a cross section of industry to tackle the issue of truck fires and it is clear that prevention is better than cure,” said Martin. “We’ve outlined some measures available to different parts of the heavy vehicle industry that can assist in fire
prevention,” he said. The Bulletin outlines a number of common fire risks in heavy motor vehicles, including: shorting of electrical cables and connections; inappropriately rated electrical components; fuel line failures; the heat generated by a turbocharger; and maintaining a clean engine bay. The NHVR said there are also preventative actions operators should take, including: reviewing the common causes of fires and identify those that may be present in their fleet; reviewing maintenance management systems to remove or reduce any risk factors and improve the safety of their transport activities; and ensuring those who carry
out servicing or modification on higherrisk components or systems on their vehicles, such as electrical systems, have measures in place to verify that fire risks are not introduced. Martin said that when an operator experiences a heavy vehicle fire incident, or a near-miss event, they should report the incident. “This allows the NHVR to improve our understanding of this safety-critical issue,” he said. “Reports can be made to the Heavy Vehicle Confidential Reporting Line or to the NHVR’s Vehicle Standards team. For operators accredited in the National Heavy Vehicle Accreditation Scheme, reports can also be made to the NHVR’s Accreditation team.”
> QLD move on OSOM vehicle permits will boost freight productivity: ALC The Australian Logistics Council (ALC) has applauded the Queensland Government’s decision last month to extend permit durations for Class 1 Oversize Overmass (OSOM) vehicles to 12 months. “This is a sensible reform from the Queensland Government that will improve the efficiency of freight movement, reduce red-tape for freight operators and help keep costs under control,” said ALC CEO, Kirk Coningham. “ALC advocated for a national review of the rules governing OSOM vehicle movements a year ago, because it was clear that delays in approvals and the constant need to obtain new permits for every vehicle movement was hampering supply chain efficiency, and having a negative impact on our economy. “The decision announced today by the Hon. Mark Bailey MP, Minister for Transport and Main Roads, is a win for Queensland’s freight logistics industry, which will now be able to plan its operations more effectively and see its administrative burden reduced. “As the Queensland Freight Strategy released earlier this year outlined, 12
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the state’s freight task is expected to increase by over 20 per cent in the next decade. “With such strong growth anticipated, it is imperative that the Queensland Government works closely with industry participants to enhance the efficiency of the freight network. “This reform of OSOM provisions is the sort of positive outcome that can be achieved when industry and governments work together to deliver regulatory reform. “ALC looks forward to continued discussions with the Queensland
Government on further opportunities to reform OSOM arrangements and deliver greater national consistency in this area. “We also encourage the Queensland Government to continue working closely with industry and with the Commonwealth on the National Freight and Supply Chain Strategy, which is due to be finalised this year. “This continued cooperation will be vital in securing the outcome the logistics industry and Australian consumers truly deserve - regulatory frameworks which recognise that freight does not stop at state borders.”
The ALC approves a recent QLD decision regarding Class 1 Oversize Overmass vehicles.
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> K&S Freighters tips Scania for smelter delivery contract Scania G 500s will operate between the Tomago Aluminium smelter for K&S Freighters in Newcastle.
Commercial vehicle manufacturer, Scania, has delivered eight new G 500 prime movers to K&S Freighters in Newcastle for use on a contract to move alumina or coke from the port to the Tomago Aluminium smelter 20km away. The trucks will run around-the-clock for six days per week, across two 12-hour shifts, so reliable uptime was reportedly a key decision-making factor in the K&S Freighters’ specification process. Scania’s New Truck Generation G 500s have been specified exactly for the task and will pull new Tefco B-double tippers running on Higher Mass Limits (HML) mass management certification. According to Scania, the day cabs are fitted with a fridge and LED headlights, with a rear axle ratio specifically calibrated for the loads they will be pulling over the mostly flat haul route. The latest Scania 4100 Retarder is also fitted to provide the drivers with additional safety margins when hauling 64.5-tonnes gross, while simultaneously extending service brake wear intervals. The Tefco trailers also feature Electronic 14
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Braking Systems (EBS) which integrates with the Scania system. Scania said reducing the tare weight of the vehicle was another specification requirement, which led to the selection of the shorter day cab and the selection of a single 400-litre fuel tank, sufficient for a full day’s work. As with all NTG Scanias, the G 500s are equipped with the highest standard of factory-fitted safety equipment, as well as having additional equipment, such as dash and reversing cameras fitted by K&S. The trucks also feature MT Data connectivity for geo fencing and navigation. “We have undertaken a very detailed specification and build program for K&S Freighters for this contract,” said Scania Australia Fleet Sales Manager, Steven Alberse. “First, we discussed with K&S Freighters exactly what the task was that the trucks were required to undertake, acknowledging the need for uptime and excellent endurance over a typical working week,” he said.
“With the client undertaking their own servicing we were able to structure a bespoke parts supply and pricing solution to fit the duty-cycle profile of the vehicles, again to maximise their uptime.” Alberse said the trucks will spend considerable time idling and powering the hydraulic systems that raise and lower the tippers. He added that Scania G 500 fleet for the Tomago Smelter contract are not the first Scanias to be based in the K&S Freighters’ yard at Newcastle. “The drivers already have a good understanding about how these trucks drive, and how comfortable, quiet and smooth they are, even with two fullyladen B-double tippers behind the cab,” he said. “The driver response so far has been excellent with a high degree of acceptance for the G 500, and a good level of understanding of how to extract the best performance combination of low fuel consumption and safe on-road driving, in sometimes very heavy commuter traffic.”
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PRIME NEWS
> Road safety campaign has new face NHVR CEO Sal Petroccitto (right).
Australian Supercars star and current commentator, Garth Tander, will head a new heavy vehicle safety campaign which encourages all road users to give trucks space. National Heavy Vehicle Regulator (NHVR) CEO, Sal Petroccitto, said the We Need Space campaign would provide advice on how light vehicle drivers should act when they are around trucks. “Recent research shows that light vehicles cause up to four-out-of-five crashes involving heavy vehicles,” said Petroccitto. “Being aware of simple safety tips such as a truck’s blind spot, allowing extra distance for a heavy vehicle to brake and the space needed to turn can reduce the risk for all road users. 16
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“Having a driver of the quality of Garth Tander keen to learn more about driving safely around trucks shows that everyone can still learn about driver safety on our roads,” he said. “Across Australia we’ve seen a gradual decline in heavy vehicle fatalities from 220 in 2014 to 177 in 2018, but that figure is still too high.” Tander was Australian Supercars Champion in 2007, won three Bathurst 1000s at Mount Panorama, and finished first and second in the Bathurst 24hr Race. He’s joined in the campaign by truck driver Kerri Connors, who was named Tasmania’s best professional truck driver at the Tasmanian Transport Industry awards in October 2018. Petroccitto said the campaign would
include three videos and a range of information and fact sheets for light vehicle drivers. “It’s important that all road users are aware that a truck is difficult to manoeuvre, it has large blindspots and can have unpredictable traffic coming from behind, alongside and in front,” he said. “When you add it all together, it really does take a lot of skill for a truck driver to get from point A to point B safely and all road users need to play a role in the safety of that journey.” The We Need Space Campaign was funded by $250,000 from the NHVR’s Heavy Vehicle Safety Initiative program, supported by the Commonwealth Government.
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PRIME NEWS
> Road fatalities down for May year-on-year The Bureau of Infrastructure, Transport and Regional Economics (BITRE) has released its bulletin for May on road fatalities in Australia. There was a total of 111 road deaths during May 2019, according to the report. The current figure is 9.9 per cent higher than the average for
May over the previous five years. During the 12 months ended May 2019 there were 1,204 road deaths, which is a decrease of 3.3 per cent from the 12-month period ending May 2018. The rate of annual deaths, at present, per 100,000 population stands at
4.8. This is a 4.8 per cent decrease compared to the rate for the 12-month period ending May 2018. The statistical report is produced monthly and published online. Data is sourced from road traffic or police authorities in each jurisdiction.
> Hino shifts the standard in medium-duty trucks After its first six months on sale, Hino claims its all-new 500 Series Standard Cab has shifted the standard in the medium-duty segment, primarily due to its class-leading safety levels. “So far, strong sales volumes are reinforcing what we believed when we launched the all-new 500 Series Standard Cab in November 2018,” said Hino Australia General Manager of Brand and Franchise Development, Bill Gillespie. “Customers are no longer willing to accept safety as an option in the Australian medium-duty segment, which is why our trucks feature a classleading safety package as standard. “There have been almost 800 orders of the all-new 500 Series Standard Cab, which positions us well to meet our sales targets for the year,” said Gillespie. According to Hino, the 500 Series Standard Cab boasts a standard level of safety that has never been seen before in a Japanese mediumduty truck in Australia, including Vehicle Stability Control (VSC), Lane Departure Warning System (LDWS), and a Pre-Collision System (PCS) with Autonomous Emergency Braking (AEB), Pedestrian Detection (PD) and Safety Eye (SE). “These safety features have been particularly appealing to our customers in the agitator/mixer industries, while the Hino build attributes of Quality, Durability and Reliability continue to impress our customers in the traditional tilt tray 18
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Hino 500 orders have been strong.
applications,” said Gillespie. “While safety is the primary motivator for many customers, they are also attracted to the superior torque, increased power and improved fuel efficiency of the heavy-duty Hino A05 turbo-charged five-litre four-cylinder diesel engine,” said Gillespie, adding that the six-speed Allison 2500 Series fully automatic transmission is available across the range and accounts for 65 per cent of sales to date. “Customer orders of the 500 Series Standard Cab have been strong across the country with New South Wales leading the way, followed closely by
Victoria and Queensland.” He went on to say that in the overall medium-duty segment – which covers 500 Series Standard Cab and its award-winning stablemate, 500 Series Wide Cab – Hino has sold 908 trucks year-to-date, which translates to a 30 per cent market share – a promising increase when compared to 860 units and a 26.9 per cent share in the same period last year. “With very strong customer orders, we are striving for an overall yearly sales result of over 6000 units, which would be our best result since 2007.” said Gillespie.
> Linfox Group Manager recognised for excellence in road transport The 2019 Women in Industry Awards held at The Park in Melbourne, celebrated the women who lead, energise and inspire in their respective roles across various sectors including road transport. The Excellence in Road Transport award recognises an individual who has gone above and beyond to improve and positively impact the Australian road transport industry. Master of Ceremonies, Leah McLeod of Studio 10 fame, presented the Excellence in Road Transport Award to Sondra Kremerskothen, Linfox Australia Group Manager Training. Kremerskothen manages 30 trainers, administrators and managers across five sites throughout Australia. She has seen an opportunity to change culture and behaviours within the industry by upskilling Linfox operational trainers to influence positive employee
behaviour and attitude. By modernising training, Kremerskothen was able to improve safety and productivity while meeting compliance requirements. Linfox has reportedly increased compliance by over 100 per cent in the past 18 months. Kremerskothen also leads a femaledriven program, which trains and licenses women to be heavy vehicle drivers. “I am a group trainer and I have been fortunate enough to be employed by Linfox, a fantastic employer. I have a great group of trainers who have developed a passion to change behaviour on Australian roads,” said Kremerskothen in her acceptance speech. She added that her team is especially passionate about improving road safety for heavy vehicle operators.
Kremerskothen also actively encourages women to join the road transport industry. She praised the success of a female driver training program, which is a joint initiative made possibly by Linfox, Volvo Group Australia, Wodonga TAFE, Australia Post and Transport Women Australia Limited (TWAL). “We now have 14 women ‘through the doors’ and actually driving for Australia Post and Linfox – these women are amazing,” she said. “It’s incredible to see where they have come from. They’re all mums with adult children who just want to come to work, get the job done well and get home safely.” The finalists for the 2019 Excellence in Road Transport award were: Candice Lureman, Debbie Reich, Grace Lennox, Michelle Aspinall, Rose Ferguson and Vanessa Williams.
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PRIME NEWS
> ATA restructure focuses on safety The Australian Trucking Association (ATA) is combining its TruckSafe, Safety Truck, safety promotion and safety research activities into a single section of the organisation. The section will be headed by a new Safety, Health and Wellbeing Director, Melissa Weller. “Until now, the ATA has operated TruckSafe as a separate business unit to the rest of the ATA,” said ATA CEO, Ben Maguire. “This has resulted in duplication. We have also missed out on opportunities to cross-promote what we do. The restructure will enable us to leverage more benefits from the expertise of the TruckSafe board and will place safety accreditation and promotion at the centre of the ATA’s work. It will bring TruckSafe into the mainstream of how we work as a team. “The restructure emphasises our commitment to TruckSafe as an important part of the future of truck safety regulation. TruckSafe accredited operators do not receive the same regulatory concessions as NHVAS operators, even though they need to meet higher standards. This is not just unfair and anti competitive; it discourages operators from being in a higher quality scheme. “Our first submission to the Heavy Vehicle National Law review proposes that safety-based schemes like TruckSafe should be formally recognised under the law, with the NHVR regulating safety schemes and auditors rather than trying to run one.” The restructure follows Justin Fleming’s decision to leave the ATA after 10 years with the organisation. “Justin’s passion and commitment to TruckSafe and the industry is highly regarded by our team, sponsors, members, board and all the operators he deals with,” said Maguire. “Through Justin’s leadership, many a business has benefited from the business and safety improvements that TruckSafe offers. The industry is better for having 20
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people like Justin involved.” ATA Chair, Geoff Crouch, said the board greatly appreciated Justin’s dedication and leadership. “During Justin’s tenure at the ATA, he always demonstrated an unwavering commitment to promoting TruckSafe as the best safety management solution for Australian trucking operators, regardless of size,” said Crouch. “Justin’s dedication and passion have ensured that many companies have benefited from the TruckSafe product and improved their safety. Justin can be truly proud of this achievement. The restructure will deliver a compelling vision for the scheme’s future and a safer, healthier industry.” TruckSafe Chair, Ferdie Kroon, thanked Fleming for his commitment. “A large number of industry people, from all walks of life, have benefited and continue to benefit from Justin’s excellent work,” said Kroon. “In conjunction with Justin, the TruckSafe board has worked very hard on the future of our product. At our next board meeting, in July, we’ll hear a pitch for a new digital platform. We’ll also work on how we can further simplify our standards and guidance material.” Fleming said that TruckSafe was now in the best position it could possibly be to realise its full potential in the market. “We have so many exciting developments that will be released in the near future to assist all our operators with not only compliance, but also to make sure they are the safest trucking businesses in Australia,” he said. “I’ve had an incredible career in the trucking industry, and it’s been amazing because of the great people in the industry. I would like to thank everyone for their friendship during the last decade. “I also want to thank TruckSafe Adviser Kevin Walsh for his support over many years. I now plan to concentrate on my agricultural businesses and to do some management consulting in the
Melissa Weller.
meat industry. I started my career as a trade-qualified butcher, so it will be fascinating to go back into the industry at a senior management level. “I am leaving TruckSafe in a wonderful pair of capable hands, in Melissa Weller. I know that Melissa will take the business forward into the future.” Weller said that her vision, as a safety practitioner, was for everyone to get home safely, every day. “Safety links to every aspect of business,” said Weller. “You simply can’t have a productive and viable business if it is not a safe business. I am very excited to have this opportunity to lead the ATA’s safety communication, TruckSafe safety management system and safety, health and wellbeing education. We have started vital actions in these areas, and I am looking forward to getting results with our very motivated and safety focused ATA community.” Weller has managed safety projects for eight years. In 2016, Melissa was recognised by the Institute of Public Works and Engineering Association awards for excellence and was a 3M Diamond Road Safety Awards finalist for a safety project she coordinated across nine local government areas.
> Mack celebrates centenary in Australia
Mack Super-Liner released as part of its centenary celebrations.
In honour of Mack trucks working in this country for 100 years, Mack Trucks Australia has released two limited edition models. Revealed at a recent customer event, the two gold bulldog models are part of Mack’s 100 Years Celebrations. The models, a Super-Liner and Trident, will be available for purchase by customers until the 100-truck allocation is exhausted. The recently revealed trucks were presented in green and gold, a nod to Mack’s authentically Aussie-made status. The company has been building trucks locally since 1963. According to Mack Trucks Australia Vice President, Dean Bestwick, Mack is the longest serving truck brand in Australia and has long been synonymous with durability and reliability. “Mack is one of the most iconic transport brands in the world, so it’s only right that such a special milestone be celebrated with such special trucks,” he said. “I think it is a
great opportunity for our passionate customers to own a piece of Mack history.” Mack trucks arrived in Australia in 1919, with the first bulldog, a tried and tested AC Model used in World War I, landing shortly after the end of the Great War. Not long after this first example arrived, Macks were put to work across the country to grow a young Australia into a thriving country. “Mack Trucks were counted on when Australia needed tough trucks to get the tough jobs done, and in this way we remember those first ever bulldogs,” said Bestwick. “We are proud of our history and want to showcase that for all to see, with an eye to the future using innovative technology in each of these models.” While the Limited Edition range is designed to commemorate Mack’s heritage and history in Australia, the trucks are bristling with up-to-theminute technology. The Super-Liner sports Mack’s
legendary 685hp MP10 engine while the Trident totes the 535hp MP8 powerplant. Both feature the mDRIVE automated manual transmission along with Mack’s suite of active safety features. A number of special features have also been added to commemorate the uniqueness of each truck. These include unique 100 years identification insignia, inside and out, as well as luxurious cab fittings, an owner’s kit, a larger grille, and illuminated lights to highlight Mack’s branding, among other features. Furthermore, each truck will be identifiable by a number between 1 and 100 to signify its special edition status. The 100 Years Limited Edition trucks fit with Mack’s tradition of special edition anniversary models, following on from the Southern Cross Limited Edition range in 2013, the Centennial Limited Edition in 2000, and the 1988 Bicentennial Limited Edition Super-Liners. p r i m em over m a g . c o m . a u
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GLOB AL NEWS
> PPG launches paint system in the US and North America
PPG Delfleet One paint system includes undercoats, topcoats and clearcoats.
Paint and coating specialist, PPG, has introduced its PPG Delfleet One paint system to the US and Canadian markets. This complete and compact line of advanced coatings is specially formulated to address the demanding refinish needs of the commercial transportation industry, according to PPG. PPG said in a statement that it engineered these next-generation coatings to deliver outstanding colour matching, ease of use, increased productivity and the commercial transportation industry’s lowest volatile organic compound (VOC) emissions for a premium paint system with full colour capability. The PPG Delfleet One paint system includes undercoats, topcoats and clearcoats. It features 57 per cent fewer VOC emissions compared to a traditional paint system, ensuring compliance with regulations in all regions of North America. “The PPG Delfleet One paint system is a major technological advance and the 22
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direct result of PPG asking the people who matter – fleet operators, truck body builders, repair facility painters and others who work with these types of products every day – what they wanted in a premium paint system,” said J.J. Wirth, PPG Segment Manager, Commercial Coatings, US and Canada. “We believe our customers will appreciate the product capabilities and productivity boost offered by the most environmentally progressive premium system in the commercial transportation original equipment manufacturer (OEM) and repair markets.” The PPG Delfleet One paint system includes the latest aluminium and pearl pigments to provide full colour capability for direct gloss, basecoat and matt colours. The compact paint system has 42 toners, four binders and four paint additives, reducing on-hand inventory requirements yet providing the resources needed to address all refinish or OEM work.
The entire system is supported by PPG’s extensive colour database that expands as new colours, special mixes and variant formulas emerge. It uses the exclusive PPG Delfleet One Tint Guide and PPG Delfleet One Color Deck, which houses thousands of OEM colour chips and variants arranged chromatically. The system also ensures accurate color match through PPG’s cutting-edge color tools that include the Rapidmatch XI spectrophotometer, Touchmix XI computer and Paintmanager XI software. “The tools that support the PPG Delfleet One paint system make colour selection and matching accuracy much easier,” said Wirth. “Painters can rest assured that the system’s ‘what you see is what you’ll spray’ approach precisely matches commercial vehicle colours. All our colour tools are supported by the PPG Color Matching Laboratory, which is exclusively dedicated to accurately matching commercial vehicle colours.”
> Fifth consecutive month of growth for EU commercial vehicle registrations Over 1.1 million new vehicles were registered in Europe for the period of January to May.
Commercial vehicle registrations in May 2019 continued to increase in the EU (+8.5 per cent), according to the European Automobile Manufacturers Association (ACEA). In May 2019, demand for total new commercial vehicle registrations was sustained across all segments, with trucks and buses recording the highest percentage increases. The region’s five largest markets contributed positively to this result. Germany (+24.7 per cent) and France (+12.6 per cent) saw the strongest gains last month. From January to May 2019, the EU market for commercial vehicles grew by 6.5 per cent, counting 1.1 million new vehicles in total. Germany led this growth with a 14.7 per cent increase, followed by the UK (+7.9 per cent), France (+7.7 per cent), Italy (+3.9 per cent) and Spain (+3.3 per cent). Last month, EU demand for vans remained positive, up 5.8 per cent compared to one year ago. With the exception of Spain, all major EU markets recorded solid growth in May. Germany (+23.5 per cent) showed the highest increase again, while France (+9.5 per cent), the UK (+5.4 per cent) and Italy (+5.1 per cent) followed with single-digit percentages. Five months into the year, registrations of new light commercial vehicles grew by 5.9 per cent to reach 908,291 vehicles sold. Each of the largest markets made a positive contribution to the region’s overall performance: Germany (+14.7 per cent), the UK (+7.5 per cent), France (+6.9 per cent), Italy (+6.0 per cent) and Spain (+3.8 per cent). In May 2019, demand for new heavy trucks (16 tonnes and over) grew significantly (+21.2 per cent) compared May 2018, counting 31,910 units registered. Growth was driven by double-digit gains in France (+35.3 per cent), Germany (+25.2 per cent) and Spain (+14.1 per cent). The UK (+6.2 per cent) and Italy (+5.0 per cent) followed with more modest increases. From January to May 2019, 143,694 heavy trucks were registered across in the European Union, or 8.6 per cent more than during the same period in 2018. The UK (+17.6 per cent), Germany (+14.8 per cent) and France (+14.5 per cent) posted strong increases, while the Italian (‐8.6 per cent) and Spanish (-1.9 per cent) markets saw falling demand for new heavy trucks.
ENGINEERING MINDSET
IAN BROUGHTON Ian Broughton has worked in the tyre industry since 1970 starting as a Technical Assistant with Dunlop Tyres in Rhodesia (now Zimbabwe). He has had various roles covering all aspects of tyre manufacturing and test laboratories. He studied Polymer Chemistry, Engineering and Design and is also a qualified trainer and an associate member of the Materials, Minerals and Mining Institute.
TREAD RECKONING
T
he Customer Engineering team at Goodyear Dunlop Australia plays a crucial role as it ensures customers get the best performance from our tyres. It is a part of the global Goodyear technical community and provides an important link between the customers, tyre designers and manufacturing. This communication assists in developing new tyre sizes and products while ensuring key attributes such as running cost are minimised. Having local engineering allows products to be tailored specifically for the Australian market which is
For a rubber compounder controlling heat build up in tyres remains critical. 24
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important given our unique roads, regulations and conditions. In the ‘80s working as a field engineer I began truck tyre testing at Nolan’s Interstate Transport based in Gatton, Queensland. They are a well maintained fleet specialising in transportation of produce from the Lockyer Valley to various destinations. The typical steer tyres were 11R22.5 and were at maximum capacity in terms of load and pressure. We were to help solve this by driving the conversion from 11R22.5 to 295/80 R22.5 resulting in further improvements in productivity. Now nearly 34 four years later we are seeing
SPONSORED BY
“Casing design is also critical as the total number of flex-cycles the tyre will complete during first life and subsequent re-treads could be in the order of 20 million.” Ian Broughton Goodyear Dunlop Senior Customer Engineer
steer axle loads are again approaching the tyre’s maximum load capability. This serves as a reminder that the industry requirements are always evolving. Controlling heat build-up in tyres, from a rubber compounder’s viewpoint, is critical. Tread compounds to satisfy the demands of current tyres rely on specialsed polymers both natural and synthetic. Technically enhanced reinforcing fillers along with other advanced additives are required to return high mileage, improve wet grip while keeping rolling resistance at low levels. Casing design is also critical as the total number of flex-cycles the tyre will complete during first life and subsequent re-treads could be in the order of 20 million. Once we identify a need for new products our product development process kicks in. This involves market review, competitor benchmarking and manufacturing feasibility. After passing these evaluated the design engineers and compounders create the detailed design including mould cavity shape, pattern, materials, compounds and reinforcements. New designs are simulated and tested prior to the manufacture of prototypes which are then tested in real-world conditions. To support the field trials, Customer Engineering use a number of tools. These include Data loggers to measure
inertial forces and determine the severity of the operation; lateral & longitudinal acceleration, yaw, pitch and roll rates. Footprint pressure mapping sensors allows us to determine the shape and pressure profile of the tyre footprint; and portable weigh scales confirm actual axle weights Testing is normally conducted in at least two fleets using test and control tyres. The evaluation can take up to two years to complete and includes regular inspections and reporting. Treadwear can be difficult to predict and needs to consider many parameters which will influence the result such as route and topography; vehicle type; driver behavior; seasonal influence; maintenance (vehicle geometry, inflation pressure control, tyre rotations); and axle loadings. Feedback on vehicle handling, driver comfort, the tyres grip and response are also noted. On a regular basis, tyre test reports are submitted and reviewed with all stakeholders in the global development team. Modifications and design tuning are discussed and implemented with a key focus on the end customer’s needs. After extended field testing test tyres are examined in detail with a final field report issued. A sample of worn tyres will be retuned for laboratory analysis. Further testing is conducted by returning the tyres to the field after
Ian Broughton at work.
being retreading in a Goodyear retread facility. Special attention is paid to casing integrity and sidewall condition and is again monitored until removal. In some case the retreading process is repeated giving data over several retread cycles. Finally, tyres are recycled through responsible tyre recyclers, which is important to Goodyear being a foundation member of Tyre Stewardship Australia of (TSA). In the time I have been in the industry there has been an enormous shift in the tools and technology used to understand and design tyres. This trend will continue and enable tyres to evolve as vehicles become more advanced. Despite this the goal of understanding our customer needs and ensuring continuous improvement remains the same. p r i m em over m a g . c o m . a u
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COVER STORY
LOCAL
HERO TRAVEL THROUGH THE ILLAWARRA DISTRICT IN NEW SOUTH WALES AND YOU ARE LIKELY TO ENCOUNTER CLEARY BROS’ BRIGHT YELLOW TRUCKS OR THEIR EARTHMOVING EQUIPMENT. SINCE IT WAS ESTABLISHED MORE THAN A CENTURY AGO, CLEARY BROS HAS BECOME SYNONYMOUS WITH THE REGION.
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n 1916, three Cleary brothers started a business, with John Joseph ‘Jack’ Cleary leading the way. His leadership transformed Cleary Bros from an operation that transported timber to diversify into a much broader service provider for the then expanding construction industry. Following Jack’s passing in 1958, his four children – John, Jill, Denis and Brian – assumed management responsibilities. To this day the business is overseen by Denis Cleary in his role as Chairman. Steve Rogers joined Cleary Bros four years ago as its Managing Director and Chief Executive Officer; he is poised to face the challenges of the business’ second century, bringing a wealth of experience in Australian construction materials. As a business, Cleary Bros has always been prepared to accept the difficult jobs and has earned a reputation for taking on extremely challenging projects, as well as the more straightforward tasks, and successfully fulfilling their roles to completion. The Cleary Bros Construction Division provides a broad range of civil services including large earthworks, residential and industrial subdivisions, roadworks and remediation works and is able to implement the use of company-owned equipment to perform most of the necessary tasks. 26
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The diversity of the sectors of the business has been a factor in the formula for the ongoing success of Cleary Bros and the concrete, transport, quarrying and construction sectors work well together and contribute to the overall competitiveness of the group’s business offering. Cleary Bros’ Concrete Division has a fleet of thirty agitators as well as five cement
Mack, the latest being 535 horsepower Mack Trident tippers attached to four axle tipping trailers operating at 57.5 tonnes Gross Vehicle Mass (GVM) under the Performance-Based Standards (PBS) system. Other towed equipment includes side tippers, conventional tippers and two 26-metre B-double combinations mostly used in transporting fly ash.
“If you’re running trucks for a set short period and then replacing them in your fleet you could run a less recognised oil but for longevity we need to do regular maintenance and run a good quality oil like Valvoline.” Steve Crandell General Manager for Concrete and Transport at Cleary Bros
powder tankers. The traditional 6x2 agitator trucks are progressively being replaced with 10x4 units which have the capacity to deliver eight cubic metres of ready-mixed concrete in each load. There are around 30 road going combinations which are mainly tippers as well as three low loader floats to move the pieces of earthmoving machinery and which are also available for hire to relocate third party machines and components. The most recent acquisitions for the road going truck fleet are predominantly
Cleary Bros’ long association with the Mack brand is evidenced by the superbly restored pair of 1940’s NR Mack trucks on display in the Cleary Bros museum alongside bulldozers and other earthmoving equipment, all of which have been restored to ‘as new’ condition. The restorations have been performed by Cleary Bros employees and are a genuine showcase of their abilities. Cleary Bros are a major supplier of construction materials and hard rock in both boulder and crushed forms is
Steve Rogers and Brett Cleary.
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COVER STORY
extracted from the Albion Park quarry which is also the site of one of four Cleary Bros concrete plants. Sand is mined at Gerroa located further down the South Coast. There is an increasing demand for what is termed ‘armour rock’ which is used to stabilise sand areas on the eastern coastline in order to minimise the erosion effects of severe storms. Some rocks have a specified minimum weight of six tonnes each which requires the utilisation of steel bodied side tippers. “We can’t put rocks of that size into an alloy body,” says Phil Dennis who is the Capital Works Manager at Cleary Bros. “We also face a challenge of positioning the rocks within the trailer body to maintain legal axle weights. It’s almost impossible to get the axle weights right with three rocks of that size so we normally limit each load to two armour rocks.” To ensure strict compliance with mass regulations all trucks leaving the quarry cross a weighbridge which will be duplicated in the near future to enhance traffic flow and efficiency. In a trend similar to modern truck combinations becoming larger and more efficient, so too is earthmoving equipment.
Mack Trident in action. 28
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Cleary Bros currently has about 100 pieces of earthmoving machinery, which are collectively capable of doing more work than the 150 machines of a few years ago. All servicing is carried out in Cleary Bros’ own workshops with one dedicated to road vehicles and the other concentrating on machinery including stationary units such as pumps and rock crushers. The Transport Workshop looks after compliance, and safety is at the top of the agenda. Cleary Bros has been a member of the TruckSafe program since 1998 and the company was awarded the prestigious John Kelly Memorial Award by the Australian Trucking Association in 2012 for its exceptional implementation of the TruckSafe accreditation system. The maintenance on the trucks and earthmoving equipment is consciously carried out at levels even more stringent than required by the manufacturers. Monitoring programs involving regular laboratory oil sampling are followed rigorously and up to 3,000 samples analysed every year. All of the earthmoving machines are equipped with fluid evacuation systems that can be connected to a truck that has been specifically set up to suck out the
used oil. Instead of drums, 1,000 litre pods of new oil carried on the curtainsider truck are connected to pump reels which are used to deliver the fresh oil. Waste oil is returned to the depot and stored in larger tanks prior to being collected by a waste oil recycler.
The Albion Park Quarry.
After 65 years with the one lubricant supplier, four years ago the Cleary Bros supply of oils and greases was by taken over by Valvoline. This decision to change was certainly not taken lightly. “The products we were using were excellent quality and with any of the major oil companies we naturally expect them to have good products,” says Phil Dennis. “The suppliers are mostly pricecompetitive, so the point of difference comes down to service, and the service we’ve received from Valvoline has been nothing short of great.” Earthmoving machinery and rock crushing plants are particularly demanding of the lubrication of their moving parts and grease supply was an issue. Cleary Bros had been negotiating with their previous supplier for almost five years with the desire to obtain bulk grease. “The problem with the 180 Kg drums we were using was having an empty drum we had to dispose of, plus we were never able to get all of the grease out of them which presented an environmental issue,” says Phil. “Valvoline offered a solution and supplied two bulk grease hoppers for our use.” “No one can build long term partnerships
by saying they are going to do it, and then not doing it,” says Mark Hurt from Valvoline’s Commercial and Industrial division. “I was a Valvoline customer myself for 14 years before I joined the company and I had the same level of great service all the way through. It’s something that is inherent with us. A fundamental difference between Valvoline and other big suppliers is we don’t have a major fuel company to back us up. We are purely a lubrication company so if we don’t do what we do for Cleary Bros or any other of our customers properly, we don’t have a business.” Steve Crandell, who is the General Manager for Concrete and Transport at Cleary Bros, says the oil decision may have been less critical if they were regularly changing over its fleet like one of the big road freight operators. “Because we’d know we’re going to turn vehicles over in a specified period it then becomes someone else’s problem in its later life,” he says. “While we do trade them when they get to a certain age we’ll aim to get a good ten years out of a truck. We don’t want to be using a cheap oil and then in five years’ time rebuilding an engine. If you’re running trucks for a set short period and then replacing them in
your fleet you could run a less recognised oil but for longevity we need to do regular maintenance and run a good quality oil like Valvoline” Between them Steve Crandell and Phil Dennis have 61 years of collective service at the company and there is an evident and strong culture among the people who work at Cleary Bros that this is much more than a ‘job’ to them. Together with Denis as the surviving second generation member, a number of third and fourth generation Cleary family members are now involved in the business in various roles. Cleary Bros and its employees are strong supporters of community events including the annual Illawarra truck convoy which raises money to assist local charities and always features many trucks from the Cleary Bros fleet. Visitors and community groups are regularly welcomed to the Cleary Bros private museum where immaculately presented examples of historic construction machinery and trucks are on display in a purpose-built building. The family and community values philosophy of Cleary Bros hasn’t impeded the company’s success which is due to a large extent on delivering levels of service to its clients above any expectations. p r i m em over m a g . c o m . a u
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FLEET FOCUS
LOADING UP ON
SERVI HAVING BEEN ESTABLISHED FROM HUMBLE BEGINNINGS, LCL HEAVY HAULAGE VEHICLES TRAVEL AUSTRALIA-WIDE MOVING LOADS WHICH CAN INCLUDE MINING AND EARTHMOVING EQUIPMENT, AGRICULTURAL MACHINERY AND HEAVY INDUSTRIAL COMPONENTS. A CLOSE ASSOCIATION WITH VOLVO TRUCKS CONTINUES TO HELP DRIVE ITS BUSINESS.
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never wanted to be the biggest float company, I just wanted to be the best float company,” says Peter Taylor, the Managing Director of Adelaide-based LCL Heavy Haulage. “I want people to feel proud to have their machine on our truck and to know that it will get to its destination in one piece.” Peter started with one prime mover and a hired trailer and has overseen the development of his business which now has a diverse client base which features many national organisations in the heavy equipment industries including Downer, Cavpower and Coates. Peter’s aspiration to be the ‘best’ includes the equipment LCL uses, such as having the right chains and the right load binders and utilising the most appropriate trailers for specific tasks. All of LCL’s floats are modern selfwidening trailers from Drake. 30
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“Most of our trailers are steerable so we’re not wrecking the roads and destroying our tyres,” says Peter. Peter has a long association with the Volvo brand and the fleet currently consists of ten Volvo prime movers. The nature of heavy haulage means that drivers are often away from their home for extended periods and the Volvo cabs provide the comfort both for driving and resting and are a major factor in ensuring the drivers feel fresh after a shift and also after a break. Peter still enjoys performing the occasional driving job himself. “As soon as I get in a Volvo straightway I feel at home,” he says. “It’s smooth, quiet, the driving position is perfect and I can see everything!” He also favours Volvo because of the trucks’ proprietary driveline components which are engineered to work together. During the past couple
CE
Peter Taylor LCL Heavy Haulage Managing Director. p r i m em over m a g . c o m . a u
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FLEET FOCUS
LCL uses the Allotrac system to provide end-to-end tracking.
of years Peter has put a lot of effort into restoring an original Volvo FH 660 and its XXL cab, with the intention of the truck ultimately being displayed at the National Road Transport of Fame in Alice Springs. Peter wanted to keep the original engine as he considers that to be the ‘heart and soul’ of the truck
LCL Heavy Haulage prefers to use steerable trailers. 32
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so it was reconditioned by the Volvo specialists at South Central Trucks. A new gearbox was fitted along with numerous other components. Asked why he put so much effort and dollars into an 11 year old truck that in ordinary circumstances would have been replaced and Peter’s reply is heartfelt.
“I guess I have an emotional attachment to it. That truck was built with love and age was catching up with it,” he says. “During its working life it travelled all around Australia and the very few times that it ever broke down were at least close to home – once even out front of the dealership!” Peter was able to source the components he required for the restoration including new dash panels so the interior as well as the exterior looks brand new. The latest Volvo FH XXL Globetrotter was officially released at this year’s Brisbane Truck Show and Peter has wasted no time in ordering one of the trucks with its super-sized XXL cab and it is likely to be the first of the new XXL models to be delivered, in a way completing the circle with the restored Volvo. The OSOM (over size, over mass) loads that LCL specialise in require a high level of expertise as well as the right equipment. LCL has several drivers who have been with the company for 17 and
18 years and General Manager Grant Westbury is the OSOM representative on the Board of the South Australian Road Transport Association (SARTA). The nature of much of LCL’s activities involves moving heavy and sometimes awkward loads on dirt roads so the drivers need to be adept at maintaining traction even if electronically operated traction control is fitted to the trucks. LCL uses the Allotrac system to provide end-to-end tracking of loaded components and to maximise the efficiency of the company’s booking system. One feature is that even if drivers are in remote locations it is still necessary for them to perform all of their pre-start checks before they can access the Allotrac system. OSOM transport requires lots of paperwork and while Peter sees ongoing improvements in the NHVR process, due to providing Australia wide services LCL has to navigate through the complications of operating under not only the ‘nationalised’ regulations but also under the often different rules of the Northern Territory and Western Australian jurisdictions. He’d like to see more reciprocal recognition of cross-border accreditation. “If we’ve gone down a road previously with the right permits why can’t we repeat the exercise without going through the permit process if we know we are again legal because a similar load using the same vehicle configuration has been approved before?” Peter asks. Peter and Grant welcome the current review of the Heavy Vehicle National Law and look forward to some of the jurisdictional anomalies being addressed such as the requirement in Queensland for vehicles wider than 2.5 metres being restricted to 90 km/h while other states allow 100 km/h for the same configuration. Similar to many in the industry, Peter regards the current fatigue regulations as unwieldy and falling short of their intentions. “I think the Northern Territory and Western Australia have got a better system by a long shot,” he says. “I can understand use of log books in eastern states but it should stop in the more remote areas such as Central Queensland. A responsible driver should be able to manage their own fatigue. I could drive for 16 hours and still feel good, yet on other days drive for only three hours and feel absolutely exhausted but still legal to continue. The 24 hour breaks can impact our type of operation and have a driver forced to stop out in the ‘nevernever’ where there are no facilities.” The over dimension combinations also often experience difficulty accessing suitable rest areas and not just because of the increasing problem of caravans taking up space meant for truck drivers to be resting. Some designated areas are so small that they have no space available with just two B-doubles already occupying them. “The Northern Territory has best parking bays in the country as far as I’m concerned. Many may not have facilities but they are
bitumen and they are big,” says Peter. “Most have slip lanes to access them and then to return to the highway which improves the situation for both the big loads and other passing drivers.” In an industry sector that is as competitive as any and has seen some high profile operators spectacularly fail in recent years Peter Taylor has a good understanding as to why LCL Heavy Haulage has not just survived but steadily grown. “I started out working for a company in Adelaide and I learned how not to run a business. After I created my own operation 21 years ago many of my early customers really looked after me and I’m a person who remains loyal to people. I’ve still got a lot of those customers who supported me when I first started my business,” he recalls. “My motto in life is treat people how you want to be treated yourself. Even with people you don’t like. Some people may seem really arrogant but at the end of the day that’s part of their make-up.”
FAST FACT
Safety is always paramount and LCL often includes a pilot vehicle to escort some loads even though there may be no requirement under the regulations specific to that job, with the aim to increase the mantle of safety for the drivers and the other motorists.
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FLEET FOCUS
EVERY DROP MOTORISTS AND PROFESSIONAL DRIVERS EXPECT, AS A MINIMUM, TO BE ABLE TO FILL THEIR FUEL TANKS WHENEVER A SERVICE STATION IS OPEN. THE LONG DISTANCES BETWEEN CENTRES OF CIVILISATION IN SOME PARTS OF AUSTRALIA OF COURSE PRESENT A CHALLENGE FOR THE DISTRIBUTION OF FUEL – A CHALLENGE WILLINGLY TAKEN UP BY HUNTS FUEL IN SOUTH AUSTRALIA.
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avid Hunt is a secondgeneration fuel distributor having started work for his parents Kevan and Ann in 1978 – originally with BP, then Ampol, and eventually Caltex following the two oil companies’ merger in 1995. In 1982 he became part owner and the Company KS & CA Hunt & Son Pty Ltd, trading as Hunts Fuel was formed. David is joined in the business by his wife Patricia, sons Jamie, Damien and Daniel and mother Ann. A proud Caltex Franchise Distributor, with its Head Office located in Jamestown, Hunts Fuel delivers bulk fuel to its network of retail service stations as well as to small and large businesses including primary producers, transport operators, civil works, mines, marine and rail, and local government entities. To keep the trucks busy for 12 months of the year, Hunts Fuel endeavour to have an even balance between retail and wholesale operations. More recently, in 2017, Hunts Fuel expanded to the Eyre Peninsula region following the acquisition of a number of Caltex equity operations which have since been absorbed into the business. With depots located in Jamestown, Kadina, Maitland, Port Augusta, Port Lincoln and Wudinna, Hunts Fuel now employs more than 30 staff. Fuel in Port Lincoln on the West Coast, where it was previously delivered to the local terminal by ship, now arrives by road from the Pelicon Point Terminal in Adelaide or Port Bonython Terminal in Whyalla by roadtrain. Hunts Fuel’s
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marketing area across the state includes the Mid North, North East, Yorke and Eyre Peninsula Regions and extends from Adelaide to Coober Pedy in the north and now Penong, Ceduna and Fowlers Bay to the west. Fuel trucks have progressed significantly since the second hand Bedford that Kevan Hunt received as a component of the package when he purchased his first fuel distributorship. At present, the tanker fleet consists of 12 Scania prime movers and one rigid tanker. The relationship between Hunts Fuel and the Scania brand extends back to the mid-1980s when a second-hand Super 80 which had previously worked as a car carrier was converted to become a rigid tanker. This was later followed by a new twin steer, bogie drive Scania 112H which David recalls having 1.2 million kilometres on its odometer when it was finally replaced. “That was a magnificent truck which was actually someone else’s cancelled order,” David says. “I was able to do a deal with Diesel Motors in Adelaide and the rest is history. It was one of the first intercooled models with 330 horsepower and we had an incredible run with it with no engine or even turbo problems while we had it.” The company delivers fuel with roadtrain combinations and single tri-axle tankers. “The trailers cost a lot to set up but can have a working life of 15 to 20 years if the maintenance is kept up and as long as the barrels don’t fatigue or crack” says David. “A new rigid tanker may take two months to be fitted up with the necessary pumps and other equipment at substantial cost,
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David Hunt. p r i m em over m a g . c o m . a u
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FLEET FOCUS
compared to purchasing an additional prime mover and immediately connecting this to an existing trailer or combination.” To this day Hunts Fuel continues to purchase Scania trucks and presently has Euro 5 and Euro 6 models. “Scania vehicles are comfortable, quiet, reliable, fuel efficient and cost effective,” says David. “They’re a good product, good to drive and environmentally friendly.” Impressed by Scania’s driver assistance and scoring systems, David recognises they help the drivers contribute to the overall efficiency and safety of the trucks. Most of the Scania’s are now on Scania Repair and Maintenance contracts which David regards as an advantage as there are no arguments over repair bills. Other than greasing the tail shafts and keeping a general eye on the mechanical condition of the trucks all other repairs and maintenance is left up to the service centre. “Our trucks are fitted with the Scania Retarder,” says Jamie Hunt. “They are so effective that I can’t remember ever replacing the brake pads on a Scania.” Broad acre farming demands a lot of diesel particularly during peak seasons of seeding and harvesting. Over the years farming equipment has developed to become much larger pieces of machinery and landholders consequently require larger deliveries. Where once a rigid tanker performed the farm deliveries, semi-trailers and even roadtrains can access the same properties today. Most of Hunt’s trailers are configured with six separate compartments and each truck is fitted with pumps and metering kits to accurately measure petrol and diesel deliveries. As a function of the mass management scheme in which Hunts Fuel operates, the scheduler creates a load profile for each driver who receives it via a tablet in the cab. The profile takes into account the various densities of different fuels so the truck can be loaded with confidence. David explains that to ensure compliance Hunts Fuel obtain the fuel densities daily and calculate the load weights, but to be safe periodical weighbridge checks are also performed to ensure compliance with the axle load limits. 36
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Given the remoteness of locations each Hunts Fuel truck is tracked by satellite.
The expansion of Hunts Fuel, more recently, has created some opportunities to improve efficiency by taking advantage of the additional terminals and depots which they now have access to and sometimes are able to carry some fuel on return legs. However, the long distances between supply and delivery points can present a special set of logistics challenges and it’s vital to properly plan for some of the ‘local’ deliveries out of the more remote depots as a seemingly simple two hour job can jeopardise an entire shift and strand a driver under the fatigue regulations. Due to the remoteness of many of the areas in which they operate it is important that each truck is tracked by satellite. All of Hunts Fuel Mass, Maintenance and Fatigue management programme is coordinated via the National Heavy Vehicle Accreditation Scheme. “The NHVR is efficient and informative,” says David. “For our needs the required permits are accessed through the NHVR portal with ease.” In today’s business world, David spends more time at his desk than out in the field, although he still enjoys occasionally getting out in a fuel tanker himself. He misses the one on one customer contact that he experienced in his early years as a driver, and he is particularly appreciative of the hospitality of people living on remote stations for whom the fuel tanker driver may be the only ‘outsider’ they see in days. Another change David acknowledges is that the rural areas are suffering from the drift of young people to the cities
or to the mines. “We’re fortunate to have mature and experienced drivers but I don’t see many young ones coming through and few are choosing the transport industry as a profession” he says. “Adapting to change can be hard in business. The natural instinct is to do things as you used to. We’ve learned to accept and embrace change because in this industry if you don’t change you don’t survive.” He adds, “Education is not just about learning; the process of learning is about the ability to learn”. David Hunt says he has thoroughly enjoyed his 40 years in business and is proud of where Hunts Fuel is today. He has a very strong commitment to the Caltex brand and hopes to continue to grow the future of Hunts Fuel and recognises his customers for their ongoing support. “The fuel business is in my blood and I can’t see myself doing anything else,” he says.
FAST FACT
The Hunts Fuel headquarters remains in Jamestown although there are now larger depots in other centres due to the acquisition of the Caltex assets and facilities. David considered relocating the base to Adelaide but the expanded network is able to be well managed from Jamestown where the Hunt family is actively involved in its community.
TRUCK & TECH
D AY S O F
THUN FUSO IS ROLLING OUT ITS NEW GENERATION HEAVY-DUTY PRODUCT AS THE LARGEST MODEL IN THE FUSO FLEET TAKES A BIG LEAP FORWARD. THE JAPANESE BRAND RELEASED THE LATEST VERSION OF THE TRUCK, WHICH WAS INITIALLY CALLED HEAVY BACK IN MAY WHEN IT WAS UNVEILED AT THE BRISBANE TRUCK SHOW AS THE SHOGUN.
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amed after Japan’s allpowerful military leaders, as appointed by the emperor, who ruled the country for centuries until 1869, the Shogun according to Justin Whitford, Fuso Truck and Bus Director, marks a revolutionary step for the brand. “It will set new standards for Japanese trucks and deliver our customers a clear advantage thanks to its leading Daimler technology that complements its legendary Fuso toughness,” he said. The integration of Daimler technology is not something that can be underestimated. Indeed, at the heart of the new Shogun range is a Daimler-developed engine family that has already been saving fuel for Mercedes-Benz customers since it was released locally in late 2016. Fuso has also confirmed it will offer the OM470 11-litre six-cylinder engine to its customers straight away and says an 8-litre unit is also in the pipeline. There is even a chance that the Australian Shogun will be made available with the 13-litre Daimler six, but at present Fuso was not yet able to confirm this. For now, there is strong interest in the OM470 11-litre in-line six-cylinder that will cover the demands of most operators. The OM470 uses the latest generation technology from Europe and delivers the kind of torque that only much larger 38
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engines could deliver in years gone by. It is a common rail engine featuring a special pressure booster and an asymmetric turbocharger, a feature that helps deliver more pulling power lower in the rev range. A key characteristic of the power unit is a potent decompression engine brake with up to 340kW of force. It is one of the features that has been given the big thumbs-up by Mercedes-Benz customers. The 11-litre engine will be available with two ratings; 400hp and 2000Nm and 460hp (335kW) and 2200Nm. More outputs may be on the way, but Fuso is confident these two will hit the sweet spot for many Australian operators, especially after an in-country evaluation program. The engine is coupled to a state-of-the-art 12-speed automated manual transmission that reduces driver fatigue and makes lowspeed manoeuvring easy. This new generation transmission has been developed with Australian customer needs in mind. Fuso says it works extremely well with the new and improved engine as it has more torque available more of the time in order to reduce the amount of shifts required. The OM470 has reportedly delivered fuel economy improvements and a reduction in AdBlue consumption in New Zealand, where it was introduced early this year. The proven engine treats its exhaust using three different systems, Selective Catalytic
An OM470 11-litre six-cylinder engine will be initially made available.
DER
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Proximity Control Assist will function as an aid to help operate the vehicle in heavy traffic.
Reduction (using AdBlue treatment fluid), Exhaust Gas Recirculation and a Diesel Particulate Filter. Importantly, this means the Shogun meets stringent Euro 6 emission standards, which will certainly appeal to those operators who are keen to limit carbon emissions in line with progressive customers who demand their freight is carried by cleaner trucks. Fuso says the introduction of the new powerplant means Shogun customers will also benefit from long service intervals of 50,000km, keeping running costs to a minimum. Safety was also high on the list of priorities for Fuso engineers, who also benefited from the Daimler group’s strength in this area. The Shogun features the latest electronic safety systems and comfort features, including adaptive cruise control (Proximity Control Assist) with stop and go function for heavy traffic, which should help make their job much easier. Unless traffic comes to a standstill for some time, the driver doesn’t need to touch the accelerator or brake and can simply 40
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concentrate on looking after the steering. Fuso also decided to include Advanced Emergency Braking as standard. This feature, which has also been rolled out across most models of the Canter range, can even initiate braking for moving pedestrians. Other safety technology includes Lane Departure Warning and Electronic Stability Control. The Shogun also includes a smart safety feature that enhances visibility to the left of the driver. It’s called a transom window and is basically an extra window below the armrest on the passenger side of the cab that increases visibility. An all-new interior delivers a high level of refinement, with Fuso engineers focusing on noise vibration and harshness suppression. There is also a fresh ergonomic layout with a driver-focused dashboard design ensuring controls are within easy reach. Many of the systems can be operated by steering wheel mounted buttons that enable drivers to keep their hands on the wheel. The longer hands stay on the wheel means more time eyes stay
focused on the road. Sitting in between the speedo and tacho is a digital screen that displays a range of data including the gear selected, but also the speed, fuel consumption and other truck related information. Sitting to the left of the steering wheel is a new 7-inch touch screen complete with Bluetooth audio streaming and phone connectivity as well as truck-specific satellite navigation. The traditional key and ignition barrel has been replaced with a Start button, which is just like those found in Mercedes-Benz passenger cars and trucks. Fuso has launched the Shogun with prime mover and rigid options covering everything through to B-double work, including 6x4, 8x4 with load share front suspension and 4x2 configurations, and will offer steel and air suspension varieties. Gross Combination Weights run from 40,000kg to 63,000kg. It is covered by a manufacturer’s warranty of five years or 500,000km (whichever comes first).
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MADE IN AUSTRALIA For more information contact Dana on 1300 00 DANA or visit us at www.Dana.com.au Find us on
Dana Performance
Strength • Power • Endurance
TRUCK & TECH
MEETING OF THE EVOLUTION OF THE AUTOMOTIVE INDUSTRY OVER THE LAST 100 YEARS HAS INVOLVED MANY MERGERS AND ACQUISITIONS. IN RECENT TIMES THOUGH, COLLABORATION AMONGST TRUCK PRODUCERS HAS BECOME MORE PREVALENT AS MANUFACTURERS HAVE SOUGHT ALLIANCES AND STRATEGIC ACQUISITIONS TO ENABLE POOLING OF RESOURCES AND TECHNOLOGY FOR THE BENEFIT OF EACH PARTY INVOLVED.
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t’s interesting to reflect on how much the global vehicle manufacturing industry has changed over more than a century since it began. In the very early stages, a vast number of entrepreneurs waded into the production of the ‘horseless carriage’. From blacksmiths to bicycle manufacturers, anyone with initiative and basic knowhow could have a crack in what was at that time an entirely self-regulated industry. While early examples were exclusively hand-built on a one-at-a-time basis,
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it didn’t take long for commercial competitiveness to drive innovation in production techniques and a standout example of this was Henry Ford with his invention of the car assembly production line. A humanitarian at heart, Ford used this newfound efficiency to not only introduce better working conditions –including the eight-hour shift and better wages – for his employees, but also to cost-effectively turn out a steady stream of reliable and wellpriced automobiles for the masses.
In this way Ford pioneered the principle of mass production that would become a standard process across the manufacturing realm. Of course, as with any innovative idea, this concept was soon copied by others and it wasn’t long before auto builders the world over were reaping the efficiency benefits. The next phase involved a number of takeovers and acquisitions as larger companies sought to consolidate their positions by buying up smaller competitors, many of whom were struggling to survive and open
MINDS to the opportunity of being ‘rescued’ by their bigger brethren. The giant North American automotive conglomerate General Motors was formed from the amalgamation of a number of individual automakers, with the company going on to forge a significant global presence with additional divisions in the UK, Europe and Australia. The truck manufacturing scene has seen similar developments, albeit later in the 20th century, with one of the most significant being the acquisition of the quintessential North American Mack brand by the Swedish Volvo Group. Following this the Japanese UD Trucks brand was also added to the portfolio, giving Volvo Group a significant presence in each of the three main truck manufacturing regions of the world. What’s important to note is that each of the brands is complementary to the other, meaning the trifecta of brands enables Volvo Group to cover most market segments across the globe. In a local sense this is borne out by the fact that Volvo Group Australia’s Brisbane production facility assembles both Mack and Volvo trucks on the same assembly line. Another strong example of a crosscontinental strategic acquisition is PACCAR’s – owner of Kenworth and Peterbilt brands – purchase of the Dutch brand DAF in the last decade of the 20th century. In the same vein as Volvo acquiring Mack, PACCAR considered the DAF cab-over models as the ideal complement to its existing primarily bonneted models to bolster its market share on a global scale. The third player in the long-standing triumvirate of global truck manufacturing heavyweights is, of course, Daimler Trucks.
“Isuzu and Cummins recognise the fact that the advanced diesel engine is, and will continue to be, an important power choice for global customers in commercial vehicle and industrial applications... This is especially true in developed countries where power sources are used for high-intensity operations, as well as in emerging countries where social infrastructure conditions are severe.” Masanori Katayama Isuzu Motors President
Along the same lines as its rivals, the German giant with its native MercedesBenz brand of cab-over models sought a strategic advantage by acquiring the North American Freightliner brand and Japan’s Fuso, giving it the respective critical presences it needed in both the bonneted heavy-duty and medium- to light-duty market segments. Looking at the three conglomerates, the common themes surrounding the various acquisitions are economies of scale in production, technology sharing and broad market penetration. In essence it enables them to be more things to more people in a way that simply wouldn’t be achievable as individual brands. There is, however, a fourth contender called TRATON – a relative newcomer that is a wholly-owned subsidiary of the Volkswagen Group. It was formed in 2015 after Volkswagen moved to separate its car and commercial vehicle divisions. At this stage TRATON owns two leading European brands, Scania and MAN, along with the Brazilian Volkswagen truck business, and is also connected with the North American Navistar company, owner of the International brand of conventional heavy-duty trucks.
In fact, TRATON now holds a 16.8 per cent stake in Navistar and the companies have reportedly entered into a strategic technology and supply cooperation initiative and established a purchasing joint venture. The company sees this link with Navistar as crucial for opening the door to the huge North American market that the company needs to successfully compete on in the global playing field with the likes of Volvo, Daimler and PACCAR. TRATON has also collaborated with Japanese truck producer Hino – part of the Toyota Group – on electric technology, product development and purchasing. President and CEO of Scania Trucks, Henrik Henriksson is a strong believer in focusing on the bigger picture to make the most of available synergies between the various TRATON brands. Henriksson is a member of the TRATON board, which is chaired by former Daimler Trucks boss, Andreas Renschler. The board is tasked with navigating the fine line between maintaining strong brand identity with the individual marques and leveraging the scale of the global operations to find cost savings for their manufacture. p r i m em over m a g . c o m . a u
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Home and abroad: Scania’s Mikael Jansson and Henrik Henriksson.
As such, Henriksson is in a prime position to view the truck industry as it develops over the coming decade. His mission is to keep the organisation moving forward, providing leadership in technology and services provision. The Scania organisation is relatively large as a single brand of truck, selling well over 300,000 units per year. In 2017, the company held a 16.2 per cent market share – with over 50,000 trucks registered – in Europe. Research and development is a vital part of building trucks and the company spends $1.14 billion per year on new technology. As for TRATON, after plans to launch an initial public offering (IPO) finally came to fruition in late June, Volkswagen floated 11.5 per cent of TRATON 44
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shares after initially proposing to list a stake of up to 25 per cent in a bid to put the company’s truck business on an independent footing. The deal reportedly values TRATON at 7.9 and 7.0 times its respective 2019 and 2020 earnings before interest and taxes, roughly in line with the valuation of its rival, the Volvo Group. The 1.55 billion euros ($1.77 billion) in proceeds from the offering will flow to parent Volkswagen which reportedly aims to use the funding to invest in mass producing electric cars. According to Henriksson, the results of the share float will not impact the operations of TRATON. “Regardless of what happens with the capital structure of TRATON Group, the former Volkswagen Truck and Bus,
we have during the last three years found a modus operandi, a way of operating together, and we have found how we should collaborate,” he says. “Where we are co-operating is mainly in purchasing,” he adds, “and with certain basic platform technology developments for the future like powertrains, electrification and autonomous vehicle systems. “We also have the benefit of belonging to the Volkswagen Group, which gives us access to technology from companies like Porsche and Audi.” Henriksson says that these synergies are being seen among all the global truck manufacturing conglomerates. “The basic building blocks of the truck, be it the braking system, engine block or windscreen wiper control, are used across all the brands in the group.
The diversification occurs in the final stages of development when it comes to adapting the component into a new truck,” he explains. “This kind of co-operative work across brands is also needed in the development of new technologies, especially around automatic and autonomous trucking. The development costs are so high in these areas that overall costs need to be amortised over as many trucks as possible to make the development worthwhile.” According to Henriksson the group as found a way to co-operate so that the basic principle in some of the platforms like electrification – for example with battery cells – facilitates the discovery of synergies. “When it comes to conventional powertrains like engines and transmissions, we have found ways of how we should develop together to a certain level, maybe 60 per cent or something like that, and then we allow a proper base for
differentiation of the brands,” he says. “As for Scania, I believe we have a huge benefit belonging to TRATON. We spent more than €2 billion ($3.2 billion) in developing our New Truck Generation (NTG) range. If we were on our own today, we would probably have waited a few years before starting our next major project. But now, since we’re part of a bigger group, we have already kicked off the next generation of powertrains.” Naturally, not all technology sharing arrangements involve collaboration between two or more vehicle manufacturers. Some are between truck and major component manufacturers. In May this year, independent engine maker Cummins and truck maker Isuzu Motors announced the Isuzu Cummins Powertrain Partnership agreement, which formalises a business structure for the companies to bring new diesel and dieselbased powertrains to global markets. “Isuzu and Cummins recognise the
fact that the advanced diesel engine is, and will continue to be, an important power choice for global customers in commercial vehicle and industrial applications,” Isuzu Motors President Masanori Katayama said in a statement. “This is especially true in developed countries where power sources are used for high-intensity operations, as well as in emerging countries where social infrastructure conditions are severe.” In sum, the amount of collaboration between the various brands in each of the truck manufacturing conglomerates is on the rise and cause for awe. Put simply, this co-operation is absolutely vital to enable the expensive technological advancements such as emissions controls and automated functions to be amortised. It is also enabling the widespread adoption of the many safety features available today that enable the trucking industry to continue working towards the goal of zero road accidents.
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Heavy vehicle safety is your business. Operators
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TRUCK & TECH
CHARGED FOR
ELECTRIC GLOBAL DRIVETRAIN MANUFACTURER DANA HAS BEEN DEVELOPING A RANGE OF HYBRID AND FULLY ELECTRIC POWER SOLUTIONS OVER THE PAST 20 YEARS. DANA’S DIRECTOR OF GLOBAL PRODUCT PLANNING, STEVE SLESINSKI, SPOKE TO PRIME MOVER ABOUT THE COMPANY’S CURRENT AND FUTURE ELECTRIFICATION STRATEGIES.
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ith a history in driveline system innovation reaching back more than 115 years, it’s hardly surprising that Dana has accurately predicted the steady swing towards electric vehicles (EV) and is accordingly well advanced in the development of numerous systems within the electrification sphere. This is necessary to ensure the meeting of demand for electric vehicles, which might account for, according to current predictions, roughly 30 per cent of the overall global vehicle market by 2040. Having a presence in 33 countries including 23 global technology centres and 140 major facilities, Dana employs more than 30,000 people and has in excess of 10,000 customers across 140 countries. Unlike conventional engine manufacturers facing the complete substitution of their hardware with electric motors, Dana has a significantly more eclectic suite of product offerings, much of which is eminently compatible with EV and hybrid applications. For example, with many hybrid and fully electric vehicles the conventional differential and rear axle assembly is retained to transmit drive from the engine and/or electric motor to the road wheels. Yet even this is changing for certain applications as Dana engineers work on ways of integrating electric motors with axles to provide a direct motor drive. As Dana’s Steve Slesinski points out, 46
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the company is currently working on a broad range of electrification solutions, some of which are transitional or interim measures which support and enhance the traditional internal combustion platform by allowing it to operate more fuel efficiently. But before exploring these, it was significant to discover the number of EV powertrains Dana has already supplied to the global market. “We have already produced drivelines with centrally-mounted electric motors and inverters for well over 13,000 vehicles globally,” Steve says. “In addition to that we are working on more advanced solutions that include not only central drive configurations but also the integration of drive motors into axles for specific applications.” Steve explains that the primary focus for this advanced technology is the pickup and delivery (PUD) market where the vehicles generally travel at much lower road speeds than over-the-road or linehaul vehicles. Furthermore, the typical stop-start operation provides battery regeneration every time the vehicle slows or stops. He acknowledges that while a large proportion of buses in China are powered by Dana electric drive systems largely due to financial incentives provided by the Chinese government to encourage uptake, the use of electric drive technology is close to becoming financially viable in its own right in some applications.
Electric drive technology is fast becoming financially viable in its own right.
“We’re at the stage now where there’s probably a viable business case for fully electrified propulsion systems as replacements for conventional propulsion systems in PUD roles,” Steve says. He proceeds to explain that while some electric drivetrains are retrofitted to conventionally powered vehicles, this is not ideal because of the waste involved with removing the various components that aren’t needed anymore. He says it is far more efficient to use ‘gliders’ – conventional vehicles without any powertrain related components installed – or vehicles purpose-built from the ground up with electric propulsion. Asked his view on EV uptake over the next 20 years, Steve says he would not be surprised if an average of 30 per cent of the world’s vehicles are either battery or hydrogen fuel cell electric powered by 2040. He is quick to add that market segment percentages will vary widely due to differing degrees of suitability for EV use in various vocations. “With the likes of refuse collection and
AN
FUTURE yard tractor applications it could be as high as 80 per cent by then,” he says. “On the other hand, with typical on-highway trucks travelling long distances the percentage will be much lower, and there will more than likely be different forms of hybrid power and fuel cell technology rather than full battery electric.” Unpacking this concept further, Steve mentions that there are numerous ways electric power can be used to assist the primary diesel engine and therefore lower fuel consumption of trucks. “Wheel-end motors are great for relatively low speed operation and this is one of the methods we use for our offhighway hybrid systems,” he says. Another variation of the hybrid concept for tandem drive prime movers has been the lead or forward axle powered by a diesel engine while the tag axle incorporates a centre axle mounted electric drive motor which assists from a standing start and when climbing grades, thereby reducing fuel consumption. The electric drive axle also doubles as a highly effective retarder and battery charger on descents and when the vehicle is brought to a halt. “If you factor in that it can also provide hotelling or auxiliary power unit (APU) capabilities while the truck is stationary, this system can generate upwards of 25 per cent efficiency gains in linehaul applications,” Steve says, noting that it uses a 7.0kWh lithium titanate battery pack designed for rapid charge and discharge events over a lengthy duty cycle. “With a full battery pack charge you can run the cab climate control, TV, coffee machine, microwave, internet for a full
ten hours before needing to recharge,” he says. In yet another take on the hybrid theme, Dana is also developing electrification for vehicle ancillaries including air conditioning and braking system air compressors as well as power steering pumps. “In January this year Dana acquired SME Group, a European-based electric motor and inverter manufacturer,” Steve says. “SME provides low-voltage motors that can be used to power ancillary systems on vehicles. Electrifying a hydraulic power steering system, for example, takes the parasite load off the engine and only switches on when it’s needed.” In terms of a linehaul prime mover potentially travelling for hours in virtually a straight line with no need for power assisted steering, it’s not hard to see how this innovation would save fuel.
“We’ve achieved fuel saving in the order of two to three percent during tests on linehaul vehicles fitted with electric power steering,” Steve says. “Taking the load of operating the ancillaries off the engine could also enable the engine to be downsized for even better fuel efficiency.” In summing up, Steve says the message Dana wants to impart is that fully electric vehicles are but one aspect of the multifacetted electrification equation. “It’s not feasible to have fully electric vehicles across the board at this stage because primarily we don’t have the grid power necessary to charge them all,” he says. “What Dana aims to achieve is a range of targeted electrification solutions to suit specific applications. Installing electric power steering on linehaul vehicles and full electrification of refuse collection vehicles are two great examples of this strategy.”
Hybrid solution for on-highway applications. Forward drive axle is diesel-driven, rear axle is electric. p r i m em over m a g . c o m . a u
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TEST DRIVE
MANNERS MAKETH THE
MAN FROM A STYLISH AND MODERN APPEARANCE TO A MUSCLY YET REFINED POWERTRAIN PACKAGE, THE MAN TGX 26.580 HAS ALL THE ELEMENTS EXPECTED OF A PROFICIENT LINE-HAUL B-DOUBLE PRIME MOVER. A RUN FROM BRISBANE TO WARWICK RETURNING VIA TOOWOOMBA PROVED THE POINT.
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ince introduction of the widelyused B-double combination some three decades ago, truck manufacturers have been tailoring specific variants of their heavy-duty prime movers
A stylish and modern appearance along with impeccable road manners are marks of the MAN. 48
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for the task of hauling these combinations that can achieve gross weights of up to 68.5 tonnes under Performance-Based Standards (PBS). Over recent years the horsepower ratings of B-double prime movers have
gradually crept northwards from the 500hp standard that for many years was considered adequate, with 550 to 580hp ratings now widely accepted as ideal for the task. These ratings seem to strike just the right balance between power and fuel efficiency – an ever-important factor in linehaul applications where even a fraction of a percent improvement in fuel economy adds up to a substantial saving over time. Manufactured in Germany, MAN trucks are offered to the Australian market by Penske Commercial Vehicles which also sells the North American-built Western Star brand. This is a common theme among the major truck suppliers to cover the varying requirements and tastes of Australian heavy-duty truck operators, some of whom prefer North American and others European brands. At the heart of MAN’s TGX 26.580 model is the proprietary D38 15.2 litre engine developing 580hp (427kW) at 1,800rpm and a robust 2,900Nm (2,140lbft) of
torque between 930 and 1,350rpm. The same engine is also used in the TGX 26.640 where it is tuned to deliver 640hp (471kW) and torque of 3,000Nm (2,212lbft) at the same respective rpm. This model is aimed squarely at road train roles with gross combination masses (GCM) of up to 120 tonnes. The engine features twin turbos and achieves Euro 6 emissions status using a combination of selective catalytic reduction (SCR), a CRT particulate trap and low temperature exhaust gas recirculation (EGR). Engine braking comes courtesy of MAN’s five-stage Turbo-EVBec electronically controlled engine brake providing a maximum retardation of 630kW (840hp) at 2,400rpm. The company says the system maintains constant braking output as heat is dissipated via the exhaust gas stream. Engine power feeds into a ZF TraXon 12-speed overdrive automated manual transmission (AMT) via a 430mm diameter single-plate MFZ clutch. Known as TipMatic in MAN-speak, the cutting-edge unit features a twin-countershaft constant-mesh configuration with electro-pneumatic clutch and gearshift actuation. It features a first gear ratio of 12.92:1 and an overdrive of 0.77:1. It has normal automated and manual modes to allow the driver to manually select gears when necessary and a manoeuvring mode for precise low speed operation in either forward or reverse. Another useful feature when negotiating heavy traffic conditions is called Idle Speed Driving. This allows the vehicle to smoothly creep forward without accelerator pedal input when the service brakes are released. Moving rearward, the 13-tonne rated tandem drive assembly includes four-bag electronically controlled air suspension with the rear axles featuring sealed-forlife hubs, diff locks and a final drive ratio of 3.36:1. Meanwhile, the nine-tonne rated steer axle also includes sealed-for-life hub units and eight-tonne capacity parabolic
Muscle MAN: The brawny 15.2 litre six dispenses 580hp at 1,800rpm and 2,900Nm of torque from 930 to 1,350rpm.
leaf springs with shock absorbers and a stabiliser bar. The heavy-duty specifications continue through to the chassis, which is a ladder frame construction utilising high strength steel C-section members measuring 270 x 85 x 8mm. Attached to the chassis are square section aluminium fuel tanks with capacities of 620 and 460 litres, mounted on the near and off sides respectively, as well as an 85-litre nearside-mounted Adblue tank. Having a wheelbase of 3.3 metres, the prime mover sports a compact kerb-tokerb turning circle of 16.4 metres and in XLX cab trim tips the scales at 9,230kg – 5,445kg over the steer and 3,785kg on the drive. Conversely, the XXL cab version tares at 9,435kg with respective steer and drive axle weights of 5,505 and 3,930kg. Somewhat unusually for a new Euro 6 compliant European prime mover, this unit with the XLX cab comes standard with a vertical exhaust while the taller XXL cab variant has the option of either vertical or horizontal exhaust. As for internal dimensions, the XLX cab has a floor-to-roof height of 1,820mm along with width and length of 2,440 and 2,280mm respectively. The XXL cab has identical width and length measurements, while its height is 2,030mm. In keeping with other prime movers of
its ilk, the MAN is well endowed with a comprehensive suite of safety equipment including EBS and ABS mastered disc brakes on all three axles. The brakes also have electronic wear monitoring and wear equalisation functions. Also featured are electronic stability program (ESP), anti-spin regulator (ASR), roll-over protection (ROP), emergency brake assist (EBA2), lane guard system (LGS) and MAN’s ‘Easy Start’ (hill hold) function. Over the hill Our test drive started from Penske Commercial Vehicles’ head office on the western outskirts of Brisbane, with the B-double loaded to a GCM of nearly 62 tonnes. The route was planned to take in the considerable climb of the Great Dividing Range through Cunningham’s Gap west of Brisbane; then out towards Warwick before turning north to Toowoomba and descending the Range back to base. Both the ascent and descent are as tough as they come for testing a fully loaded B-double. Aiding in the pre-trip check is the useful feature whereby all the exterior light functions can be cycled through by the driver at the press of a button. It was easy to settle into the ISRI airsuspended drivers chair with integrated seatbelt, armrests both sides and multiple p r i m em over m a g . c o m . a u
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TEST DRIVE
Mattress is 820mm wide. Upper bunk folds down from back wall if needed.
adjustments for lumbar support. Similarly, the large diameter steering wheel is adjustable for rake and reach, making it easy to find the ideal position for comfortable long-distance driving. The dash is neat and functional with all controls within easy reach of the driver. Two large circular dials for speedo and tacho sit above four smaller ones for air pressures, engine temp and fuel level. In between is a multitude of warning lights that blaze like a Christmas tree when the ignition is activated. To the immediate left is a seven-inch colour touch-screen infotainment system with steering wheel mounted controls. Below this are two generously sized slide-out document drawers and beneath the bed resides a 42-litre slideout refrigerator. The mattress width is 820mm and an additional bunk folds down from the rear wall. After resetting the trip information to enable an accurate fuel consumption reading at the end of the trip, we were on our way. Employing a 12-speed transmission means the gap between each ratio is higher compared to 16- or 18-speed units. Nevertheless, prodigious torque 50
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output from 930rpm endows the MAN with relatively good acceleration as it tops the 1,800rpm mark before upshifting, whereupon engine speed subsides to around 1,300rpm, which is also the cruise rpm at 100km/h in overdrive top gear. At this speed the interior noise level is supremely subdued and consists mostly of a very low and muted note from the engine along with a miniscule amount of wind noise. In other words, it’s pretty quiet. The ride inside the four-point air suspended cab is also extremely smooth, particularly impressive considering we are travelling along the notoriously lumpy Cunningham Highway. Upon reaching the foot of the climb to Cunningham’s Gap, the MAN allows revs to fall to 1,000rpm before skip-shifting twice, then after a single shift to seventh gear it settles into the pull, holding steady at 35km/h and 1,500rpm. Once over the crest, and with the engine brake set on the third of five stages, a well-controlled descent with no service brake intervention was reassuring. The next stage to Toowoomba over undulating terrain was done with ease,
with the precise steering making it child’s play to keep the unit positioned ideally on the road. Then there was the very steep and long descent of the Range from Toowoomba that was accomplished in sixth gear with the engine brake once again giving a powerful account of itself set on the fourth stage. As for fuel economy, over the trip of 310km of challenging terrain and with fuel conscious driving techniques employed, the average fuel consumption readout showed 1.72km/l (4.85mpg) – a solid effort considering the high gross weight and prevalence of hills enroute. All up, we came away very impressed with the overall package of this prime mover. It feels solid and well-built with a superbly comfortable cab and an array of appointments that work together to minimise driver fatigue during the long hauls. With a strong performing and seemingly bullet-proof engine complete with electronic monitoring that determines the optimum service intervals, there’s every reason to believe a linehaul service life of at least one-million kilometres would be comfortably achieved.
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FINAL MILE
TOP OF THE
HEAP WITH ITS DAILY 4X4 CAB/CHASSIS AND DUAL CAB/CHASSIS VARIANTS, IVECO OCCUPIES A RATHER UNIQUE MARKET SEGMENT IN BETWEEN THE 4X4 UTE AND LARGER 4X4 TRUCK OFFERINGS. PRIME MOVER TOOK ONE FOR A PLAY IN THE MUD AND DISCOVERED A DECIDEDLY CAPABLE OFFROAD LOAD LUGGER.
Very good axle articulation keeps all four wheels in contact with the ground. 52
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W
ith a good swathe of this vast country consisting of thickly forested mountainous and outback desert regions accessible only by all-wheel-drive vehicles, it stands to reason that the Daily 4x4 is ideally suited to the likes of mining, emergency services and bush firefighting operations that frequent these areas. When it comes to vehicle specifications that provide ultimate off-roadability, the Daily 4x4 is extremely well endowed. For a start, it features Iveco’s torquey 3.0 litre, Euro 6-compliant turbo-diesel engine producing 180hp (135kW) and 430Nm of torque between 1,250 and 3,000 rpm. Both single and dual-cab versions sport gross vehicle mass (GVM) ratings of either a passenger car licence 4,495kg or a nocost optional 5,500kg, the latter providing a payload capacity of 2,800kg. All variants have a braked towing capacity of 3,500kg. The rugged high-tensile C-section chassis is suspended by front and rear parabolic leaf springs with telescopic shock absorbers and stabiliser bars. In the driveline department there’s a robust, full-time 4x4 system complete with standard front, centre and rear differential locks that are conveniently engaged via dash-mounted buttons. The transmission is a well-proven six-speed single overdrive unit, while the doublereduction low-range transfer case provides 24 ratios including the ultra-low 101:1 ‘bog cog’ for exceptional crawling ability and off-road control. Particularly important for firefighting and agricultural applications, there are two power take-off (PTO) output locations. Approach and departure angles are extremely impressive at 48° and 39° respectively (with rear under-run bar in the upper position) along with a 153° rampover angle and 660mm wading depth with the standard 9.5R17.5 tyres. For operators requiring a wider and more aggressively treaded off-road tyre, the Daily 4x4 can be fitted with aftermarket 37x12.5R17 tyres. This tyre size provides access to a broad range of rubber from leading tyre manufacturers. Speedo
recalibration is undertaken electronically at the dealership during the customer predelivery process. Serious off-roaders who regularly ford deep water will also appreciate the snorkelled diff breathers and the engine cooling fan on/off switch on the dash. Other standard features include a dash-mounted battery isolation button which deactivates the vehicle’s electrical system with exception to the instrument cluster and central locking. In the safety stakes the Daily 4x4 range includes passenger and driver’s airbags along with front disc and rear drum brakes incorporating ABS and Iveco’s comprehensive ‘ESP 9’ safety program. Interior comfort has been improved with noise reductions of 4dBa achieved through the use of increased insulation, redesigned B- pillars and a shape modification to the side mirrors which allows for quieter airflow. Ride quality has been enhanced by a suspended and heated ISRI driver’s seat, which is optionally available for the passenger side. Track time A serious wet spell proved ideally timed to test the prowess of the Daily 4x4 in the hinterland hills of the Gold Coast. We drove it up and down a number of rough and slippery slopes with all three diff locks engaged and it proved utterly unstoppable. The double reduction low range was just the ticket to enable lowspeed scrambling over particularly rocky inclines and through tight cuttings without fear of frying the clutch or stalling the engine. Good axle articulation was noted as another strong point as the Daily picked its way up a deeply rutted slope while mostly keeping all four paws planted on terra firma. As the test vehicle was unladen, it would be reasonable to suppose that axle articulation would increase in these situations if the vehicle had a full payload onboard, along with a proportional increase in flex of the high-tensile chassis. Once back on the blacktop the Daily 4x4 kept shining with its agile acceleration and
nimble handling. Particularly impressive was the tight short-throw dash-mounted gear shifter which wouldn’t be out of place in a sports car. In fact, apart from the higher ride height and somewhat firmer suspension during on-road driving, one could be forgiven for thinking this was a regular 4x2 Daily. The fact that the cab is virtually identical whether mounted on the 4x2 or 4x4 chassis adds further weight to this theory. All up, the Daily 4x4 gave a very good account of itself and proved equally capable in the most extreme off-road conditions as cruising at 110km/h on the motorway. Given this, it would be an ideal vehicle to hitch up to a fifth-wheel caravan for a trip around Australia. It could then be unhitched at various locations and used for off-road adventuring.
AUTO IN THE WINGS
Later this year an updated Daily 4x4 is set to launch, with a highlight being the long-awaited option of Iveco’s Hi-Matic eight-speed, fully automatic transmission. The auto trans has been available across the 4x2 Daily range since 2015 and is expected to further improve both on- and off-road performance of the 4x4 model. Another substantial change is the move to independent front suspension which promises to build on the already accomplished on-road ride, handling and general control of the vehicle. Safety has also been enhanced with the addition of front and rear ventilated disc brakes compared to its predecessor’s front solid disc/rear drum combination. Other significant ameliorations include the option of different wheelbase lengths and a no-cost optional GVM upgrade to a light truck rating of 7,000kg. p r i m em over m a g . c o m . a u
53
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Leading Australian company Hi-Tec Oils is one of the largest independent lubricant manufacturers in the country. Its extensive range of high-quality lubricant products are developed as part of its ongoing commitment to keep the commercial road transport industry moving in the right direction. Now a nation-wide presence, with warehouses in every state and territory, Hi-Tec takes great pride in its modern blending plant – a facility that produces a range of quality oil products based on an ongoing strategic partnership with local and international base oil and additive suppliers. Lubricants approved for relevant API, SAE and ISO standards meet or exceed them and are suitable for a variety of applications within the automotive, industrial, agricultural, transport and heavy equipment sectors. These include diesel and petrol engine oils, gear oils, automatic transmission oils, coolants, brake fluids and many more. The comprehensive range it supplies covers a full range of lubricants, coolants, grease, chemicals, CK-4 15/40, solvents and batteries for almost every application. Hi-Tec Fleetmaster CK-4 Extreme 15W/40 is an API CK-4 heavy duty diesel engine oil formulated using the latest synthetic technology base oils for use in severe duty high speed four stroke diesel engines with DPF, cooled EGR and other exhaust 54
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Fleetmaster Extreme CK-4 is designed to offer greater durability.
treatment systems, both turbo-charged and normally aspirated. Due to its increased shear stability and reduced oxidative thickening, Hi-Tec Fleetmaster CK-4 Extreme 15w/40 is designed to offer greater durability and protection against abrasive wear, bore polishing and piston deposits. It can be used in 2017 model vehicles as well as those requiring Euro VI emission standards, and is suitable to replace CJ-4 engine oils. Backwards compatible with most applications where engine manufacturers currently recommend CJ4, CI-4 Plus, CI-4 and CH-4 performance
specifications, Hi-Tec Fleetmaster CK-4 Extreme 15w/40 provides benefits for increased shear stability, reduced oxidative thickening for increased viscosity stability, lower piston deposits, protection against particulate filter blocking and soot-related viscosity increases, increased wear protection due to less abrasive wear and bore polishing. Hi-Tec Oils also claims it offers the end user better fuel economy, increased resistance to aeration; protection against catalyst poisoning; and higher levels of protection and performance compared to API CJ-4.
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BILL MCKINLEY IS THE CHIEF OF STAFF AT THE AUSTRALIAN TRUCKING ASSOCIATION AND DRAWS UPON HIS EXTENSIVE EXPERIENCE AS A POLITICAL ADVISER IN HIS ADVOCACY ON BEHALF OF THE ROAD TRANSPORT INDUSTRY. MOST RECENTLY HE WAS INVOLVED IN THE ATA’S SUBMISSIONS TO THE NATIONAL TRANSPORT COMMISSION’S REVIEW OF THE HEAVY VEHICLE NATIONAL LAW. PM: What opportunities does this review present? BM: This review is a chance for us to go back to first principles and fix many of the problems with the Heavy Vehicle National Law and the way our industry is regulated. The ATA campaigned very hard for this review. We pushed very hard to get the right terms of reference and the right people on the expert panel. As well as being about safety, the review needs to have a very strong productivity focus. The productivity of our industry is going down when it should be going up. PM: What is the ATA proposing? BM: The new safety duties in the law need to stay, including the requirement for directors and executives to be diligent in managing safety. Below that, we support two different streams of regulation under the HVNL to suit the diverse range of operators in our industry: either through safety-based accreditation schemes such as NHVAS or TruckSafe, or prescriptive regulation. PM: How will that operate? BM: In the safety-based accreditation stream, many of the current prescriptive requirements should not apply, because an operator’s system would be verified by audit. This stream would recognise the efforts of operators that adopt a systematic approach to safety, possibly by using proven technology solutions. 56
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to change even if everyone agrees to change it. There is a seemingly endless list of ministerial guidelines which the NHVR management or even its Board cannot change. The Board is only allowed to make minor amendments, such as fixing clerical errors.
Bill McKinley.
On the other hand, in the prescriptive stream, which for many operators would make perfect sense, you would have simplified and more flexible prescriptive rules. The structure of the law would need to be changed to deliver this vision. There would also need to be corporate governance and accountability reforms. PM: What changes would be needed to the structure of the law? BM: By contrast with the aviation, rail and maritime laws, the HVNL is an enormously large Act which takes years
PM: What needs to change in the details? BM: To make a reformed HVNL work and to get to where we all want to be, which is a flexible and responsive system of regulation, we need to get Ministers to focus on the general direction of the law and we need to give the Regulator (NHVR) the appropriate powers and accountabilities to do what it needs to do in the implementation of it. This can only be achieved by reforming the corporate governance of NHVR. I want to emphasise that this is not a criticism of anyone at the NHVR. This is about applying the same sort of approach that is applied to aviation, maritime and rail regulation to the NHVR. PM: Who should sit on the NHVR Board? BM: Normally, you’d expect a public sector governance board to have between six and nine members. The NHVR has only five and there is no requirement that any of them have recent industry experience. The way the NHVR is governed and
ANGE held accountable has got to change. This will mean more discretionary power for the NHVR to set standards, which is the only practical way it can be done without having to keep running back to Ministers. At the same time, the Regulator has got to be accountable for those decisions. We need stronger parliamentary scrutiny. The problem with the endless ministerial guidelines, including the guidelines that determine things like access, is that Parliaments never see them and Parliaments don’t get to disallow them on those rare occasions when they might want to do that. PM: What about jurisdictional conflicts? BM: We need common requirements for the people who have powers under the law. The NHVR can direct enforcement officers in the way they exercise their powers, but it can’t direct the police. Exercising any power under the HVNL should be done in accordance with the Regulator’s instructions. PM: How does the ATA look at future enforcement? BM: There needs to be a new approach to enforcement which focuses on
“We pushed very hard to get the right terms of reference and the right people on the expert panel. As well as being about safety, the review needs to have a very strong productivity focus. The productivity of our industry is going down when it should be going up.” Bill McKinley Australian Trucking Association, Chief of Staff
actual risks. It should not have a zero tolerance approach to minor paperwork errors in work diaries and it must not focus on over-regulating risks that operators can’t physically control or can’t legally control such as the effluent and load restraint issue for livestock carriers. PM: How does accreditation and compliance fit into the ATA’s proposals? BM: We see the NHVR’s role as being the regulator of accreditation schemes, which would include NHVAS and TruckSafe. Those
schemes would then accredit individual operators. Operators in any approved accreditation scheme would be entitled to appropriate exemptions from the prescriptive rules. PM: What’s next? BM: The fatigue, access, and safe people and practices papers which are out for consultation now really start getting into the day-to-day issues that cause so much grief for our members. We are working with our member associations to make sure we get high quality submissions that reflect a consensus of our industry into the review.
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PRIME MOVERS AND SHAKERS
S I LV E R L I N I N G S
PLAYBO HEATHER JONES, FOUNDER AND CEO OF DRIVER TRAINING OUTFIT PILBARA HEAVY HAULAGE GIRLS , HAS A VISION TO HELP PEOPLE FROM ALL WALKS OF LIFE BECOME TRAINED IN THE ART OF MULTI-COMBINATION TRUCK DRIVING, SO THEY CAN GO ON TO REWARDING CAREERS IN ROAD TRANSPORT. WITH THE GENEROUS AND ONGOING SUPPORT OF SPONSORS INCLUDING VOLVO GROUP AUSTRALIA, PHHG IS WELL-PLACED TO CONTINUE DOING THIS. LAUDABLE WORK.
S
ituated in the north-western region of the vast state of Western Australia, the Pilbara is an iron ore rich region covering 502,000 square kilometres and with a relatively sparse population of close to 60,000 people. Much of the iron ore mined in the area is trucked to Port Hedland – Australia’s highest tonnage port – by roadtrains. Among the throng of prime movers, the Pilbara Heavy Haulage Girls (PHHG) units, strikingly finished in their pink livery, stand out as beacons heralding what can be achieved when steely resolve along with copious quantities of hard yakka come together in pursuit of a noble cause. Prime Mover caught up with Heather Jones after she was presented with a new Volvo FH16 prime mover at Reddacliff Place in the heart of Brisbane’s CBD. The new truck, looking resplendent in ‘Pilbara pink’, was handed over by Volvo Trucks Australia Vice President of Sales, Tony O’Connell, on 17 May 58
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during the Brisbane Truck Show. As part of Volvo Group Australia’s (VGA) goal to encourage the involvement of women within the trucking industry, the organisation commenced a partnership with PHHG in 2016 to support its driver training initiative in Western Australia. She was drawn to road transport having been passionate about fast moving vehicles at a younger age. “I was always a bit of a tomboy – I used to race motorbikes and liked fast cars so for me it was a logical progression to also learn to drive trucks,” Heather relates. Speaking with Heather, her humility and graciousness are two qualities that are immediately evident. Her driving ambition to help others, as she relates it, was born out of her own experiences of adversity in the past. After getting married and having two daughters, a few years later Heather found herself single again and looking for work. “A friend of mine said, ‘as long as you don’t let the girls out of the truck you
can drive for me’, so that’s what I did for seven years, with the girls travelling with me in the truck and home schooling them along the way.” This job was based at Karratha in the Pilbara where the cost of living is very high, so eventually Heather decided to move back to Perth where she owned a house and therefore didn’t need to pay exorbitant rent. The next challenge was finding a company that would allow her to take her daughters with her in the truck. Finally, she found an owner-operator who was willing to oblige. “I drove for him for a couple of years until the girls were ready to attend high school,” she says. This opened up much more variety in work for Heather but also brought into sharp focus the fact that training for drivers was sorely lacking. She says it has always amazed her that a truck driver starting a new job was simply handed the keys and sent on their way.
OK Heather Jones.
“Obviously if you’re a truck driver you know everything about tippers, tankers, flat-tops and floats because you came out of your mother’s womb with an MC licence in your back pocket, didn’t you,” she jokes, recalling the time when she was first charged with driving a Kenworth when her sole prior experience was with European prime movers. “I’d never driven a truck with the yellow and red brake release buttons before and when I pushed one in the other would pop out and I’m thinking how the heck am I going to get this going?” With no-one around to ask, Heather resorted to the truckies’ lifeline – channel 40 on the UHF radio – for advice. It was a watershed moment that left her determined to do whatever she
could to ensure others would not have to go through these sorts of unsettling experiences due to a lack of training. Meanwhile, in 2005 Heather started her own haulage company called Success Transport. “In 2010 I returned to the Pilbara and continued on with my business with one truck and two pilot vehicles,” she says. “Then in 2016 we added Pilbara Heavy Haulage as the training arm of our company. Training new drivers and bringing people into this wonderful industry is a life-long passion and I really love helping those who perhaps would not otherwise be given the opportunity to succeed as a driver.” She goes on to say that some of the company’s current projects include working with Aboriginal people and people who have made poor life choices
and done time in prison. “We also do a lot of school visits and especially disadvantaged schools,” she adds. “I’m also really looking forward to working with women in their 40s who have found themselves homeless due to divorce or domestic violence.” Another of PHHG’s recent success stories involved Heather working for two months with a hearing impaired woman to help her gain a heavy vehicle licence and become employed in the industry. In conclusion, Heather says the assistance of Volvo Group Australia has been instrumental to the success of PHHG. “VGA has been absolutely awesome and the company is supporting us with a project that we’ll let you know about later on,” she says. Watch this space. p r i m em over m a g . c o m . a u
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Strength of drawbars and towbars
T
his article is about the strength requirements of drawbars that connect an ‘A-type’ trailer to a towing vehicle, and towbars that connect the towing vehicle onto the tow coupling of the trailer. I have investigated several drawbar failures and I am concerned about the strength of some of the drawbars that I see on some trailers. Drawbars will be found on dog trailers, dolly trailers, and centre-axle (pig) trailers. Towbars can be found on the rear of rigid trucks and on multicombination trailers. Drawbars and towbars are of high safety importance because the partial failure of either could allow the trailer to sway out-oflane; or a complete failure will allow the trailer to come free. Drawbars and towbars are regulated components for new trailers. Sections 14 and 13 respectively of ADR 62/02 Mechanical Couplings are applicable. The strength requirements for drawbars from ADR 62/02 S14 are shown in the diagram. It has been assumed that the aggregrate trailer mass (ATM) is
greater than 23.5t. The coupling type on the end of the drawbar (cylindrical eye, toroidal eye or Bartlett ball head) comes into the drawbar strength requirements via the alternative D-value based formula in Longitudinal strength. The D-value formula is equivalent to 350 kN (~ 35t pull) strength requirement with a D-value of 155kN, which is a modest value. The drawbar was probably designed for a range of couplings, so it is sensible to assume the required strength is 350 kN to cover all possible coupling D-values. Whilst the strength of the coupling is separately regulated, the strength of a mounting block for a demountable towing eye, including its welding or bolt attachment, is part of the drawbar strength. Drawbar strength can be proven by strength tests or by ‘approved calculations’ which means approved computer-based stress analysis. Welds are usually modelled as continuous metal. The mounting block is usually ignored when strength is calculated. When strength is proven by tests, the
Strength limits in ADR 62/02 Transverse Strength 120 kN Alternatively, lesser values for dog and pig trailers based upon axle ratings and dimensions.
*The alternative arrangements depend upon the drawbar length and the trailer mass rating. Note that kN converts to tonnes-force by dividing by 9.806 which is about 10. So 350 KN strength is ~ 35 tonne-force pull.
Longitudinal strength ATM < 23.5t 1.5 x ATM ATM > 23.5t 350kN or 2.25 x D-value requirement.
Vertical Strength 120 kN or: Fixed: 2.25 x V-value Hinged: 10kN
2θ
Example for a 4-axle dog trailer with ATM = 34t & a hinged drawbar. Vertical Strength with hinges locked 10 kN (~1t) Transverse Strength 76 kN (~7.6t) Longitudinal strength 300kN (~30t) 62
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drawbar and its components must not deform or have breaks, cracks or separations after each of the test forces is applied separately. Rigid drawbars (usually on centre-axle trailers) can be cycle tested (endurance or fatigue testing), but this is complicated and rarely done in Australia. The drawbar must be securely attached to a substantial structural member on the trailer. For a hinged drawbar, this will be via cylindrical hinge pins on the front transverse beam of the trailer. For a rigid drawbar the attachment is preferably by integrating the drawbar beams into the trailer subframe design. Care must be taken with the fixed drawbar to ensure that there is a gradual change of strength, usually by gusseting, where the drawbar emerges from the subframe. Otherwise fatigue cracking can be expected to occur at this location. The following Table gives the ADR 62/02 strength requirements for a 4-axle dog trailer with ATM = 34t, four axles each rated at 10t, a front tandem group rating of 20t, D-Value of 133 kN and a drawbar length of 6m. It is notable that these strength requirements take no account of the towing load on the rear of the trailer; only the trailer ATM need be considered in determining the strength requirements. If the drawbar is on the first dolly trailer of an AB-double roadtrain, it is plausible that it is pulling a 60t load. The pulling forces that might occur on the road are assumed to be the D-value and V-value requirements that apply at the drawbar or towbar. Considering the longitudinal stresses in the beams, basic static analysis shows that the stress in each beam assuming a test load of 350 kN, is 350kN / (2ACθsθ), where A is the cross-sectional area of the metal in the beam. If the drawbar beam is 90mm x 90mm x 6 mm (rectangular section) and 250 grade material, the cross-sectional area A = 20.2 cm2. If the
ARTSA TECHNIC AL COLUMN
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LONGITUDINAL STRENGTH
TRANSVERSE STRENGTH
VERTICAL STRENGTH
REQUIREMENT
REQUIREMENT
REQUIREMENT
350 kN (~ 35t) default
120 kN (~ 12t)
10kN (~ 1t)
2.25x D-value = 300 kN
or 18 x 20/(6-1) = 76kN (~
S = 10 kN
(~30t)
7.6t)
V = N/A
Photo 1: This failure probably originated in a poor quality weld.
drawbar length is 6m and the distance between the drawbar hinges is 1m, then θ = 4.8°. The beam stress is ~ 87 megapascals (MPa), which is about 35 per cent of the yield strength. That is, there is a factor of safety of about three for longitudinal strength. Drawbars and towbars should have a factor of safety of at least three for all strength requirements to provide protection against in-service fatigue cracking. The drawbar failures that I have seen have failed either because there is too greater change in strength between the coupling plate and the beams, or welding deficiencies. The change in strength of the drawbar should be graduated by long gussets between the coupling mounting plate and the longitudinal beams. Stress concentrations occur where there are sharp changes in strength. Gusseting can avoid this. This situation can exist where the very solid tow-coupling mount at the sharp end of the drawbar joins to the
flexible longitudinal beams. Photo 1 shows a failure that has occurred as the result of cracking in this location. The design should have gusset plates that spread the strength along the beams to avoid stress-concentration points. In summary, on a vibrating vehicle, it is not enough to make the design strong. There must also be gradual changes in strength to avoid stress concentration points where fatigue cracking could occur. The strength requirements that are specified in ADR 62/02 must also be achieved when a block for a demountable towing eye is welded onto the drawbar. I doubt whether two welds are adequate to achieve the 350 kN longitudinal length. Photo 1 shows a block with four weld lines, which is preferred over two weld lines. The National Heavy Vehicle Inspection Manual is available on the NHVR website. Section 3 of this manual provides inspection requirements for drawbars, towbars and couplings. Note that ADR 62/02 Cl 13.4 requires safety chain
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COMMERCIAL ROAD TRANSPORT
D-, V- AND S-VALUES
D = 133 kN
attachments be provided on all towbars (except for roadtrain trailers). These attachments are often not provided if the towbar is only used with hinged drawbars (as on tip-trucks), because safety chains are not mandated on hinged-drawbars. Safety chains are currently only required on fixed drawbars for centre-axle trailers, or when a trailer does not have breakaway brakes. I am an advocate for safety chains on hinged draws as well. The design rules do not specify the nature of the brake lines that interconnect the towing vehicle to the trailer. It is unwise to use coiled brake lines (‘suzi coils’) on dog trailer drawbars as, should the drawbar, towbar or coupling fail, the breakaway brakes will not apply until the (red) brake supply coil breaks. It might take many seconds for this coil to stretch out and break. In the meantime, the breakaway brakes will not be on and the trailer might wander into oncoming traffic. Dr Peter Hart, ARTSA
Photo 2: Torsional failure of a roadtrain dolly drawbar. The 5 mm thick drawbar steel should have been 9 mm. p r i m em over m a g . c o m . a u
63
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GEOFF CROUCH
I
t was a day like any other for Linfox driver Andrew Hastings, travelling along Victoria’s Western Freeway in February earlier this year. However, it was all to change when he came across an accident scene – two vehicles had collided, were now on fire and the drivers were injured. First on the scene, a quick-thinking Andrew used his truck’s fire extinguisher to stop the flames before helping an injured woman out of her car. He then tended to the severely injured driver of the other vehicle, performing first aid and comforting them until emergency services arrived. This is just one of the many amazing stories of our Highway Guardians. Stories like that of Darren Cooke who saved the life of a fellow truckie from a fiery scene on the Hume Highway, or Brendon Gilbert who assisted a motorcyclist having a medical episode on one of Sydney’s busiest roads, or Brett Hood who saved a woman’s life at a crash outside of Warwick, QLD. For eight years, the ATA has sought out Australia’s Highway Guardians to give them the recognition they deserve, acknowledge their bravery and celebrate their heroism. Proudly supported by Bridgestone Australia, the ATA is proud to deliver the Bridgestone Bandag Highway Guardian award to those drivers who go above and beyond. This award honours the great community service of professional truck
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Professional drivers, highway heroes drivers in performing heroic and selfless acts while carrying out their normal role. Each award recipient receives recognition through a presentation at their workplace among peers, as well as being hosted and acknowledged at our national conferences. This is our way of saying ‘thank you’. ‘Thank you’ for being committed to safety, and ‘thank you’ for showing the world how incredible and important Australia’s truck drivers are. But not only are they truck drivers; they are humans too. They have families, they have friends and they are a member of a community. The incidents they are often exposed to can take an emotional toll. It is important all road users, whether they be a driver, cyclist, pedestrian or motorcyclist, have empathy for truck drivers and understand that we are all connected. As of late June, there were nineteen Highway Guardians on our honour roll, each with a unique story. Each unique story like those of Andrew, Darren, Brendon and Brett contribute to bridging the perceived gap between the trucking industry and wider community. By sharing these stories, we are making a difference to the road safety conversation. The title of Highway Guardian is not exclusive to one person, but rather a growing number of professional truck drivers over time if, and when incidents occur. No incident or story is held up against or compared to another. Once a Highway Guardian,
always a Highway Guardian. Truck drivers are often the first responders to road trauma incidents, providing vital assistance and even saving lives. It is in these times of adversity that we see the true gems of our industry. Do you know a highway hero? For more information about the Bridgestone Bandag Highway Guardian award or to make a nomination, head to www.truck.net.au/HighwayGuardian Geoff Crouch Chair, Australian Trucking Association p r i m em over m a g . c o m . a u
65
INSIGHT | VICTORIAN AUSTRALIANTRANSPORT LOGISTICS ASSOCIATION COUNCIL
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Putting conversation ahead of administration in safety KIRK CONINGHAM PETER ANDERSON
I
t goes without saying that compliance with safety duties is essential, and tools such as safety audits are very useful for identifying areas of non-compliance within an organisation, but they do not change behaviour in and of themselves. It can be far more challenging to foster an organisational culture that prioritises safety from the basement to the boardroom, and recognises that safety is fundamentally about people, not process. It is one thing for managers and executives to count the number of green ticks on a document and satisfy themselves everything is going well in terms of meeting an organisation’s safety obligations. Too much of what is done in the name of safety is unnecessary or ineffective. After all, a high degree of activity does not necessarily mean a high quality of output. Changing the focus from one of mere compliance to one of conversation and collaboration is the central theme for the 2019 ALC & ATA Supply Chain Safety Summit, which will be held at the Hilton Sydney on 16 & 17 September. For the second year running, ALC and the Australian Trucking Association (ATA) are joining forces to present Australia’s most significant annual supply chain safety event, and help industry participants at all levels to deliver improved safety outcomes in 66
a u g u st 2019
their businesses and across the industry. This will include updates from regulators and policy makers, technology demonstrations, practical case studies of how various parties are meeting their Chain of Responsibility obligations and discussions on measuring safety performance. Attendees will also learn about the causes of truck fires and roll overs, as well as the latest developments on managing fatigue. Particular highlights will be keynote presentations delivered by two highly regarded safety experts whose work challenges many of the assumptions often made when it comes to the management of safety issues. Greg Smith, author of Paper Safe, will explore some of the hard questions around conventional approaches to safety in our workplaces – and whether the preponderance of bureaucracy that has sprung up around safety management systems in recent times is producing perverse outcomes. He will also set out some of the steps that can be taken to reconnect employers and employees to the original purpose of WHS – creating and maintaining safer workplaces – and move away from the intense focus on paperwork and compliance reporting. This theme will be built upon by Marc McLaren from Art of Work, an organisation that helps companies to harness the expertise and insights of their people to deliver improvements to safety, beyond what bureaucracies and systems of compliance can know or predict.
A particular focus will be on what more can be done to improve the health of the freight logistics workforce – particularly heavy vehicle drivers who can face challenges in terms of physical health through dietary, substance abuse and fatigue issues, as well as mental health through social isolation and pressures placed on domestic relationships due to long absences. Summit participants will have the chance to hear directly about some practical initiatives that are being developed by the industry to deal with these issues, ensuring that members of its workforce are well-supported and have a place to turn in the event that these pressures begin to overwhelm. With the Master Code for heavy vehicle safety having been in operation since November 2018, the Summit will also be an important opportunity for those within the industry to provide feedback on how it has assisted them in their own operations, and in improving understanding of how the Chain of Responsibility works. The 2019 ALC & ATA Supply Chain Safety Summit promises to be an engaging, thought-provoking and practical two days that will give participants a competitive advantage when it comes to improving the safety and the productivity of their businesses. For your opportunity to be part of the conversation, visit www.austlogistics. com.au/SafetySummit and register today. Kirk Coningham CEO, Australian Logistics Council
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INSIGHT | TRUCK VICTORIAN INDUSTRY TRANSPORT COUNCIL ASSOCIATION
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Stop, revive, survive – part two TONY MCMULLAN PETER ANDERSON
I
n my column last month, I detailed how a world-first study into heavy vehicle driver fatigue, instigated by the National Transport Commission and headed by the Cooperative Research Centre for Alertness, Safety and Productivity (Alertness CRC) may change how we as an industry view and address heavy vehicle driver fatigue. The twoyear scientific study used eye monitoring technologies to evaluate alertness and the impacts of work shifts on driver awareness. The project was headed by Alertness CRC Associate Professor Mark Howard, who detailed that slow eye and eyelid movements, longer blink duration and prolonged eye closure were reliable predictors of drowsiness and fatigue. The study also confirmed the scientific link between alertness and drowsiness patterns associated with specific work shifts for heavy vehicle driving. I also detailed some of the key findings of the study and noted the web link where the summary report containing all of the key findings could be found, listed again here: https://www. ntc.gov.au/current-projects/heavy-vehicledriver-fatigue-data/ The eye monitoring technologies used in these trials and research are commercially available and can be retrofitted to most trucks. The systems appear to be very effective, however can be somewhat expensive and typically don’t work if the driver wears sunglasses. Such eyewear can be considered something of an occupational health necessity for a truck 68
a u g u st 2019
driver in Australia given our high levels of sunlight during daytime driving. Some truck manufacturers are offering their own “built-in” driver fatigue and distraction warning systems, while others are currently developing such technologies. I would like to outline some of these developments here. The most basic of these fatigue systems is simply a warning to the driver to take stock of their alertness, fitness to drive, after a fixed time at the wheel. These time based fatigue reminders occur typically after an hour or two from the start of driving. The “stop, revive, survive” after a fixed time message that we are used to hearing being promoted by road safety agencies. Generally, such basic warnings are not used by truck OEMs, opting instead for more advanced systems. The next level of sophistication are warnings based on steering and/or brake inputs. The truck’s computers use these steering/brake inputs, via sensors, to detect irregular driving patterns such as harsh and erratic brake applications, or steering inputs that are either hard and sharp, or at the other extreme, almost non-existent. The former indicating a lack of concentration, or potentially awakening from a micro-sleep and correcting vehicle speed or direction with fast, hard brake and steering inputs. The latter being a likely indication that the driver is drowsy, may be falling asleep and not providing the small, but constant, steering corrections required to maintain correct vehicle tracking. An even higher level of detection and warning sees the above inputs combined with data from Autonomous Emergency Brake (AEB),
Lane Departure Warning (LDW) or Lane Keep Assist (LKA) systems, where fitted. If some, or all of these systems, are “kicking-in” and frequently overriding the driver’s control, indications are that the driver is becoming increasingly distracted, or fatigued. When any of these technologies recognises a potential fatigue or distraction event, a suitable warning would be deployed. This could be in the form of visual and/ or audible warnings directly to the driver, or another warning that is increasing in popularity and is proving very effective, is a vibrating driver’s seat, a mild version of grabbing the driver and giving them a shake. If the truck was fitted with a back-to-base telemetry system, the truck’s onboard systems could send a message to the company’s fleet controller, or similar person, who could personally contact the driver, via the telematics system or by phone (“hands free” of course) questioning if the driver is alright and if concerns exist, suggest a rest break. While these fatigue and distraction systems are developing technologies and are yet to be fitted to the majority of new trucks, be assured that Truck Industry Council (TIC) members, the truck manufacturers and importers are hard at work to bring these and many other safety technologies to market, in a cost-effective manner. Aids that will lead to ever safer trucks, assist drivers and offer tangible safety outcomes for all road users. Tony McMullan CEO, Truck Industry Council
VICTORIAN TRANSPORT ASSOCIATION | INSIGHT
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People at the heart of 30th Anniversary Australian Freight Industry Awards PETER ANDERSON
W
hen former VTA executive director Phil Lovel, and the secretariat he led for over 20 years, conceived of the Australian Freight Industry Awards way back in the late 1980s, who would’ve thought the awards would grow over the next three decades to become one of the industry’s most sought-after accolades for freight operators and the people they employ. Phil and his team were indeed visionary for recognising a gap in the market for recognition that could galvanise every part of the transport industry and the broader supply chain under an umbrella that also helped to improve perceptions of our industry. Those inaugural awards in 1989 quickly grew from a small celebratory dinner at the end of the then Australian Road Transport Federation’s annual conference to an event attended by over 350 people just a year later. Year-on-year growth saw the awards escalate into an event attended by hundreds of representatives of the transport industry. Fast forward to the 10th Anniversary awards in 1999 and 3000 people bumped into two rooms at Jeff ’s Shed on the banks of the Yarra River in a best-practice example in serving five-star restaurant quality food to the masses. Most importantly, the awards then – and now – are pitched at everyone that works in transport from schedulers and drivers,
right through to senior executives and administrators, and the customers and suppliers that are equal investors in the industry we all love and support. Over the years the awards have evolved to reflect the ever-changing nature of our industry. Categories have been introduced to acknowledge the growing diversity of transport, together with the impact of technology and innovation that are so essential to the modern-day freight and logistics operator. But the one constant that has been an intrinsic part of the awards are people. In as much as an Australian Freight Industry Award recognises operators and their customer and supplier companies, it is the people who do the work, develop the technology, drive the safety improvements and represent the industry that we recognise and celebrate. In 30 years of Australian Freight Industry Awards we’ve recognised luminaries from right across the industry and I’m pleased to welcome entries from road, rail, sea and air freight operators – and their customers and suppliers – to contest this year’s awards. The awards are but one way that the VTA recognises the fantastic achievements of operators across our industry and we welcome nominations for any of the seven categories being contested. Categories include Investment in People Award, Best Practice Safety Award, Application of Technology Award, Sustainable Environment Award, Young Achiever Award, Female Leadership Award and the Personality of the Year Award. Winners and finalists will be announced
at the gala awards presentation at the Palladium at Crown Melbourne on Saturday, 7 September. Like the awards themselves, the award presentation has evolved to become part and parcel of the AFIA experience, featuring some of Australia’s hottest acts and performers including Daryl Braithwaite, Jon Stevens, Kate Ceberano, Mark Seymour, Glen Shorrock, Normie Rowe and the Seekers. Building on last year’s successful theme of The Greatest Show, the gala presentation dinner this year celebrates the music of Queen following on from the phenomenal success of Bohemian Rhapsody. Attending the awards is a great way to network and interact with peers, whilst supporting winners and finalists and celebrating their achievements. It’s also a way for companies to acknowledge their own people with an entertaining night out and an evening of camaraderie and friendship. Ticketing and Award information and entry forms are available at www.vta.com. au/afia, as is a short video compilation of past highlights we’ve assembled to commemorate this 30th Anniversary of the awards. The deadline for entries and purchasing tickets is Monday, 19th August. I hope you can show your support for our industry by submitting an entry and attending what is shaping up as another fantastic Australian Freight Industry Awards presentation. Peter Anderson CEO, Victorian Transport Association p r i m em over m a g . c o m . a u
69
PETER SHIELDS’ NUMBER CRUNCH
The Battle of Midway strong, at least on paper. The bottom line for the industry is to make money, rather than simply pump out product and the best way to achieve that is to provide the market with what it wants. The number of new models and technologies displayed on the floor of the Brisbane Truck Show or hinted at in teasing media releases are an indication that the manufacturers believe in a continuation of the strong market demand that we have experienced over the past several years.
June 30 is always a significant date, and not just for people for whom it is their birthday. It marks the mid-point of the calendar year and the end of the financial year in Australia and (with apologies to Slim Dusty and Don Walker) presents an appropriate opportunity to at once be looking forward and looking back. The Truck Industry Council’s monthly aggregate of truck sales shows 3,358 trucks were sold during June, which makes it the best month’s result so far this year and in fact the first time sales have eclipsed 3,000 units since last December. Compared with June 2018 the result is down 7.5 per cent (-274 units) and the accrued total of 15,715 for the first six months of 2019 is down 7.1 per cent (-1,210 units) when compared to the same period of last year. Keep in mind that 2018 was a remarkable and record-breaking year and looking a little further back at the six month total of 13,903 for the year before (2017) makes this current situation still seem quite bullish with an extra 1,812 units or up 13.0 per cent on what was occurring two years ago. The Heavy Duty sector achieved 1,288 sales in June, down 10.7 per cent (155 units) on June 2018 which is not a true reflection of the year-to-date trend which indicates a contraction of just 5.8 per cent (398 units) compared to last year. Medium Duty trucks at 796 units for June were down 99 units (-11.0 per cent) on June 2018 and the year-to-date accrual of 3,775 remains 309 less than for the first half of last year (-7.6 per cent). Light Duty trucks had a result of 1,274 during June, 30 less than June 2018 (-2.3 per cent) and the category’s total of 5,518 is 503 less than in the same period last year (-8.3 per cent). The large van sector (vans with a GVM exceeding 4,500 kgs) overall had a great June with 714 units which is 115 more than June 2018 (+19.2 per cent) and the year-to-date total of 3,174 keeps the category in positive territory by being 129 more than last year’s first half results (+4.2 per cent). June’s truck results may not have been at the level that some had hoped for, but the reality is that coming off a record 12 months in 2018 this year was always going to appear not quite as 70
a u gu s t 2019
May-19
YTD
% Change
ISUZU
1019
4350
-7.8%
HINO
580
2698
1.4%
FUSO
330
1768
-12.8%
KENWORTH
202
1154
-13.4%
VOLVO
225
1116
7.7%
MERCEDES-BENZ
271
856
-3.8%
IVECO
155
771
-17.6%
SCANIA
93
560
22.8%
MACK
113
548
0.7%
MAN
75
519
-22.8%
UD TRUCKS
65
325
-31.1%
FIAT
47
217
-15.6%
DAF
39
209
-6.3%
WESTERN STAR
27
150
-17.6%
RENAULT
26
144
24.1%
FREIGHTLINER
33
125
-48.8%
FORD
11
67
36.7%
HYUNDAI
3
54
86.2%
DENNIS EAGLE
35
46
27.8%
INTERNATIONAL
7
28
3.7%
VOLKSWAGEN
2
10
CAB CHASSIS/PRIME
3358
15715
-7.1%
M-B VANS
317
1300
2.0%
RENAULT VANS
127
557
-17.1%
FORD VANS
95
477
6.2%
VOLKSWAGEN VANS
93
432
68.8%
FIAT VANS
44
215
-16.7%
IVECO VANS
38
193
41.9%
714
3174
4.2%
4072
18889
-5.4%
TOTAL
MADE TO LAST.
CELEBRATING 100 YEARS OF BUILDING AUSTRALIA To build a nation, you need a truck with real staying power. For one hundred years, Mack is proud to have stood behind our customers with trucks built to get the job done. But we never stop striving. Weâ&#x20AC;&#x2122;re constantly innovating to improve our engineering and performance. Durability and reliability. Ensuring that you get a truck built to stand the test of time. Mack Trucks. Born Ready.
Discover Mackâ&#x20AC;&#x2122;s history at macktrucks.com.au/about-mack/mack-history
